x:> 


59th  congress     :     :     1st  SESSION 

DECEMBER    4,    1905-JUNE    30.    1906 


SENATE  DOCUMENTS 


L,  15 


WASHINGTON  :  :  GOVERNMENT  PRINTING  OFFICE  :  :  1906 


CONTENTS 


231.    Report  of  board  of  consulting  engineers  and  of  liitlimian  Canal  Conimission  on  Panama  Canal. 
313.    Reports  of  efficiency  of  various  coals,   1896-98,  etc. 


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59th  Congress,  j  SENATE.  J  Document 

let  Session.      \  1    No.  231. 


MESSAGE 


PRESIDENT  OF  THE  UNITED  STATES, 


TRANSMITTING  THK 


REPORT  OF  THE  BOARD  OF  CONSULTING  ENGINEERS 

AND  OF  THE  ISTHMIAN  CANAL  COMMISSION 

ON  THE  -PANAMA  CANAL, 


TOGETHER  WITH 


A  LETTER  WRITTEN  BY  CHIEF 
ENGINEER  STEVENS. 


Febkuary  19,  1906. — Read;  referred  to  the  Committee  on  Interoceanic  Canals  and  ordered  to  be  printed. 


WASHINGTON: 

GOVERNMENT    PRINTING    OFFICE. 

1906, 


MESSAGE 

FROM 

THE  PRESIDENT  OF  THE  UNITED  STATES, 

TRANSMITTING 

THE  REPORT  OF  THE  BOARD  OF  CONSULTING  ENGINEERS  AND  OF  THE  ISTHMIAN 
CANAL  COMMISSION  ON  THE  PANAMA  CANAL,  TOGETHER  WITH  A  LETTER 
WRITTEN   BY   CHIEF   ENGINEER   STEVENS. 


February  19,  1906. — Read;  referred  to  the  Committee  on  Interoceanic  Canals  and  ordered 

to  be  printed. 


To  the  Senate  and  House  of  Representatives: 

1  submit  herewith  the  letter  of  the  Secretary  of  War  transmitting  the  report  of  the  Board 
of  Consulting  Engineers  on  the  Panama  Canal  and  the  report  of  the  Isthmian  Canal  Commission 
thereon,  together  with  a  letter  written  to  the  chairman  of  the  Isthmian  Canal  Commission  bj' 
Chief  Engineer  Stevens.  Both  the  Board  of  Consulting  Engineers  and  the  Canal  Commission 
divide  in  their  report.  The  majority  of  the  Board  of  Consulting  Engineers,  eight  in  number, 
including  the  live  foreign  engineers,  favor  a  sea-level  canal,  and  one  member  of  the  Canal  Com- 
mission, Admiral  Endicott,  takes  the  same  view.  Five  of  the  eight  American  members  of  the 
Board  of  Consulting  Engineers  and  five  members  of  the  Isthmian  Canal  Commission  favor  the 
lock  canal,  and  so  does  Chief  Engineer  Stevens.  The  Secretary  of  War  recommends  a  lock 
canal  pursuant  to  the  recommendation  of  the  minority  of  the  Board  of  Consulting  Engineers 
and  of  the  majority  of  the  Canal  Commission.  After  careful  study  of  the  papers  submitted  and 
full  and  exhaustive  consideration  of  the  whole  subject  I  concur  in  this  recommendation. 

It  will  be  noticed  that  the  American  engineers  on  the  Consulting  Board  and  on  the  Commis- 
sion by  a  more  than  two  to  one  majoritj'  favor  the  lock  canal,  whereas  the  foreign  engineers  are 
a  unit  against  it.  I  think  this  is  partly  to  be  explained  by  the  fact  that  the  great  traffic  canal 
of  the  Old  World  is  the  Suez  Canal,  a  sea-level  canal,  whereas  the  great  trafiic  canal  of  the  New 
World  is  the  Sault  Ste.  Marie  Canal,  a  lock  canal.  Although  the  latter,  the  Soo,  is  closed  to 
navigation  during  the  winter  months,  it  carries  annually  three  times  the  traffic  of  the  Suez 
Canal.  In  my  judgment  the  very  able  argument  of  the  majority  of  the  Board  of  Consulting 
Engineers  is  vitiated  by  their  failure  to  pay  proper  heed  to  the  lessons  taught  by  the  construc- 
tion and  operation  of  the  Soo  Canal.     It  must  be  borne  in  mind,  as  the  Commission  points  out. 


IV  REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,   PANAMA    CANAL. 

that  there  is  no  question  of  buildino-  what  has  been  picturesquely  termed  "the  Straits  of 
Panama;"  that  is,  a  waterway  through  which  the  largest  vessels  could  go  with  safetj'  at  uninter- 
rupted high  speed.  Both  the  sea-level  canal  and  the  proposed  lock  canal  would  be  too  narrow 
and  shallow  to  be  called  with  any  truthfulness  a  strait,  or  to  have  any  of  the  properties  of  a 
wide,  deep  water  strip.  Both  of  them  would  be  canals,  pure  and  simple.  Each  type  has 
certain  disadvantages  and  certain  advantages.  But,  in  my  judgment,  the  disadvantages  are  fewer 
and  the  advantages  very  much  greater  in  the  case  of  a  lock  canal  substantialh'  as  proposed  in 
the  papers  forwarded  herewith;  and  I  call  especial  attention  to  the  fact  that  the  chief  engineer, 
who  will  be  mainly  responsible  for  the  success  of  this  mighty  engineering  feat,  and  who  has 
therefore  a  peculiar  personal  interest  in  judging  aright,  is  emphatically  and  earnestly  in  favor  of 
the  lock-canal  project  and  against  the  sea-level  project. 

A  careful  study  of  the  reports  seems  to  establish  a  strong  probability  that  the  following  are 
the  facts:  The  sea-level  canal  would  be  slightly  less  exposed  to  damage  in  the  event  of  war,  the 
running  expenses,  apart  from  the  heavy  cost  of  interest  on  the  amount  emplo3'ed  to  build  it, 
would  be  less,  and  for  small  ships  the  time  of  transit  would  probably  be  less.  On  the  other  hand, 
the  lock  canal  at  a  level  of  80  feet  or  thereabouts  would  not  cost  much  more  than  half  as  much 
to  build  and  could  be  built  in  about  half  the  time,  while  there  would  be  very  much  less  risk 
connected  with  building  it,  and  for  large  ships  the  transit  would  be  quicker;  while,  taking  into 
account  the  interest  on  the  amount  saved  in  building,  the  actual  cost  of  maintenance  would  be 
less.  After  being  built  it  would  be  easier  to  enlarge  the  lock  canal  than  the  sea-level  canal, 
i^oreover,  what  has  been  actually  demonstrated  in  making  and  operating  the  great  lock  canal, 
the  Soo,  a  more  important  arterj-  of  traffic  than  the  great  sea- level  canal,  the  Suez,  goes  to  support 
the  opinion  of  the  minority  of  the  Consulting  Board  of  Engineers  and  of  the  majority  of  the 
Isthmian  Canal  Commission  as  to  the  superior  safety,  feasibility,  and  desirability  of  building  a 
lock  canal  at  Panama. 

The  law  now  on  our  statute  books  seems  to  contemplate  a  lock  canal.  In  my  judgment  a 
lock  canal,  as  herein  recommended,  is  advisable.  If  the  Congress  directs  that  a  sea-level  canal  be 
constructed  its  direction  will,  of  course,  be  carried  out.  Otherwise  the  canal  will  be  built  on 
substantially  the  plan  for  a  lock  canal  outlined  in  the  accompanying  papers,  such  changes  being 
made,  of  course,  as  may  be  found  actually  necessary,  including  possiblj'  the  change  recommended 
bj'  the  Secretary  of  War  as  to  the  site  of  the  dam  on  the  Pacific  side. 

Theodore  Roosevelt. 

The  White  House,  Fehruary  19,  1906. 


Wak  Department, 

Washi?igton,  Fehrimry  19,  1906. 

Sir:  I  have  the  honor  to  forward  herewith  the  report  of  the  Board  of  Consulting  Engi- 
neers for  the  Panama  Canal,  convened  by  your  order  of  June  24,  1905,  with  the  views  of  the 
Isthmian  Canal  Commission  and  of  the  chief  engineer  of  the  canal. 

The  report  shows  that  all  plans  heretofore  proposed  for  a  canal,  with  elevations  varying 
from  zero  (sea  level)  up  to  100  feet,  have  received  careful  consideration,  but  the  Board  was 
unable  to  reach  a  unanimous  agreement.  The  majoT-ity  of  its  members  are  in  favor  of  a  so-called 
sea-level  canal,  and  the  minority  recommends  a  lock  canal  with  a  summit  level  85  feet  above  the 
sea.     A  choice  between  the  two  must  rest  upon  their  relative  advantages  and  disadvantages. 


REPOKT    OF    BOARD    OF    CONSULTING    ENGINEERS,   PANAMA    CANAL.  V 

Both  the  majority  and  minority  contemplate  "  safe  and  commodious "  harbors  in  Limon  and 
Panama  bays.  Though  ditt'ering  in  details,  such  work  in  no  way  affects  the  type  of  canal,  and 
consideration  of  the  terminal  harbors  in  connection  therewith  is  here  unnecessary. 

The  sea-level  canal  proposed  by  the  majority  consists  of  a  continuous,  winding  waterway 
extending  from  Limon  Bay  to  a  properly-constructed  dam  near  Panama  Baj^  provided  with 
duplicate  locks  near  Sosa  Hill  to  overcome  the  difference  in  tidal  Huctuatious  that  exist  at  the 
two  extremities  of  the  canal.  The  canal  prism  has  a  depth  of  iO  feet,  a  miniuumi  bottom  width 
of  150  feet  in  earth  and  200  feet  in  rock,  with  suitable  side  slopes  for  the  former  and  practically 
vertical  sides  for  the  latter.  The  floods  of  the  Chagres  are  controlled  bj^  a  dam  built  at  Gamboa 
to  a  height  of  180  feet  above  sea  level,  provided  with  sluice  gates  for  regulating  the  discharge, 
which  is  made  through  the  canal.  Dams  and  levees  exterior  to  the  canal  are  provided  for  divert- 
ing five  of  the  twenty-seven  streams  that  cross  the  canal  line  and  for  preventing  overflows  in  the 
vicinity  of  Panama. 

The  85-foot  level  canal  recommended  by  the  minority  has  a  dam  across  the  valley  of  the 
Chagres  River  near  Gatun,  with  a  crest  135  feet  above  sea  level  and  50  feet  above  tiie  normal 
water  surface  of  the  reservoir  or  inland  lake  that  is  formed.  The  dam  is  provided  with  sluice 
gates  for  regulating  the  height  of  water  in  the  reservoir,  thereby  controlling  the  floods  of  the 
Chagres.  From  Limon  Bay  to  this  dam  the  channel  is  500  feet  wide  and  -±1  feet  deep  at  mean 
tide.  The  difference  of  level  from  the  channel  at  the  foot  of  the  dam  to  the  surface  of  the  lake 
(85  feet)  is  overcome  by  duplicate  flights  of  three  locks.  The  total  length  of  this  waterway  is  30 
miles,  extending  from  the  Gatun  dam  to  Pedro  Miguel.  At  Pedro  Miguel  duplicate  locks,  with 
one  lift  of  30  feet  under  ordinary  conditions,  connect  the  summit  level  with  another  waterway 
whose  surface  at  normal  stage  is  55  feet  above  mean  sea  level.  This  waterway  is  created  by  dams 
placed  across  the  valley  of  the  Rio  Grande  and  adjacent  depressions,  and  extends  nearly  5  miles 
to  Sosa  Hill.  Descent  to  the  channel — 55  feet  at  mean  tide — in  I'anama  Bay  is  effected  by  dupli- 
cate flights  of  two  locks  to  the  west  of  Sosa  Hill. 

Under  the  act  of  June  28,  1902,  Congress  requires  that  the  canal  across  the  Isthmus — 

shall  be  of  sufficient  capacity  and  depth  as  shall  afford  convenient  passage  for  vessels  of  the  largest  tonnage  and 
greatest  draft  now  in  use,  and  such  as  may  be  reasonably  anticipated. 

This  law,  in  effect,  fixes  the  minimum  dimensions  of  the  locks  and  the  width  and  depth  of 
the  canal  prism.  The  high-level  canal  employs  locks  with  900  feet  usable  length,  95  feet  width, 
and  40  feet  depth  over  the  miter  sills,  somewhat  smaller  than  the  tidal  locks  recommended  for  the 
sea-level  type. 

Two  ships  now  building  for  the  Cunard  Line  will  be,  when  completed,  the  largest  afloat. 
Each  is  800  feet  in  length  over  all  and  88  feet  beam,  with  a  maximum  loaded  draft  of  38  feet.  As 
the  smaller  of  the  proposed  locks  is  capable  of  floating  vessels  of  25  per  cent  greater  tonnage 
than  the  new  Cunarders,  it  is  evident  that  the  locks  fully  comply  with  the  requirements  imposed 
by  Congress. 

In  the  high-level  canal,  a  vessel  of  the  dimensions  noted  would  have,  with  tlie  exception  of 
the  4.7  miles  where  the  width  is  only  200  feet,  ample  leeway  for  safe  navigation  and  good  speed, 
without  objectionable  currents  and  without  difficulties  at  the  points  where  changes  in  course  are 
necessary.  There  would  also  be  ample  depth  throughout  except  at  the  approaches.  It  is  true 
that  the  depth  in  the  channel  below  the  Gatun  dam  is  41  feet  at  mean  tide  (tidal  range  2  feet)  and 
in  the  channel,  below  the  Sosa  locks,  is  45  feet  at  mean  tide  (tidal  range  20  feet),  but  additional 


VI  REPORT    OF   BOARD    OF    CONSULTING    ENGINEERS,   PANAMA    CANAL. 

depths  in  both  approaches,  because  of  the  character  of  the  bottom,  can  be  easily  and  econom- 
ically secured  by  dredging,  when  demanded  by  the  needs  of  commerce. 

With  the  proposed  sea-level  canal  conditions  are  different.  The  depth  is  but  2  feet  greater 
than  the  draft  of  the  ship,  not  sufficient  to  permit  her  to  proceed  under  her  own  steam  except  at 
great  risk;  21  miles  of  the  canal  is  not  sufficiently  wide  for  two  such  ships  to  pass;  currents  caused 
by  the  regulation  of  the  Chagres  and  by  the  flow  of  other  streams  into  the  canal,  and  its  many 
curves,  combine  to  increase  the  difficulties  and  dangers  of  navigation.  In  short,  the  sea-level 
canal  recommended  is  not  "of  sufficient  capacity  and  depth"  to  "afford  convenient  passage  for 
vessels  of  the  largest  tonnage  and  greatest  depth,"  and  can  be  made  so  only  by  materially 
increasing  the  depth  and  width,  and  at  a  considerable  increase  of  time  and  money.  If  the 
suggested  width  of  150  to  200  feet  is  the  greatest  width  economically  permissible  for  a  sea-level 
canal,  the  cost  of  the  enlargement  required  must  be  prohibitive. 

It  therefore  follows  that  the  high-level  canal  more  fully  meets  the  requirements  of  Congress. 

The  majority  of  the  Board  makes  objection  that  locks  are  unsafe  for  the  passage  of  the  great 
seagoing  vessels  contemplated  by  the  act,  due  to  the  disastrous  consequences  that  might  result 
if  the  gates  are  injured  by  vessels  entering;  that  the  lifts  proposed  are  beyond  the  limit  of 
prudent  design  for  safe  operation  and  administrative  efficiency;  that  locks  delay  transit. 

Lock  navigation  is  not  an  experiment.  All  the  locks  are  duplicated,  thereby  minimizing 
such  dangers,  and  experience  shows  that  with  proper  appliances  and  regulations  the  dangers  are 
more  imaginary  than  real.  The  locks  proposed  have  lifts  of  about  30  feet,  or  less  than  those 
heretofore  advocated  by  engineei's  of  such  high  standing  that  the  objection  is  believed  to  be  not 
well  founded.  The  delays  due  to  lockages  are  more  than  offset  by  the  greater  speed  at  which 
vessels  can  safely  navigate  the  lakes  formed  by  the  dams  than  is  possible  in  the  sea-level  canal, 
and  the  arguments  on  this  point  in  the  minority  report  seem  to  me  to  be  the  more  weighty. 

The  advocates  of  the  sea-level  canal  express  doubt  as  to  the  stability  of  the  dams  at  Gatun 
and  at  La  Boca,  if  founded  on  the  natural  soil,  and  advance  the  opinion  that  "  no  such  vast  and 
doubtful  experiment  should  be  indulged  in." 

It  appears,  however,  that  the  dams  proposed  are  to  be  founded  on  impervious  materials, 
thereby  conforming  to  the  views  of  the  majority,  and  are  to  have  such  ample  dimensions  as  to 
insure  the  compression  of  the  mud  and  clay  i-ather  than  its  displacement.  Furthermore,  the 
estimates  include  an  allowance  for  additional  safeguards  against  seepage  if  subsequent  detailed 
investigations  show  the  necessity  for  extra  precautions.  The  construction  of  earth  dams  to 
retain  water  85  feet  deep  is  not  experimental,  and  as  the  dams  proposed  have  greater  mass  and 
stability  than  similarly  constructed  dams  of  greater  heights,  it  appears  that  the  apprehensions  as 
to  the  safety  of  the  dams  are  unnecessary. 

In  the  «ea  level-canal  there  are  three  stretches,  aggregating  21  miles,  out  of  about  -tS  miles 
between  the  shores  of  Limon  Bay  and  Panama  Bay,  in  which  the  bottom  width  is  150  feet;  19 
miles  have  a  bottom  width  of  200  feet;  1.5  miles  near  Panama  have  a  width  of  300  to  350  feet; 
the  remainder,  1.5  miles  near  Mindi,  has  a  })ottom  width  of  500  feet. 

Between  the  Gatun  dam  and  Sosa  locks,  a  distance  of  41  miles,  the  high-level  canal  has  a 
minimum  depth  of  -15  feet;  for  19  miles  of  this  distance  the  least  bottom  width  is  1,000  feet;  4.7 
miles  have  a  width  of  200  feet;  the  remaining  17.5  miles  have  widths  vaiying  from  300  to 
800  feet. 

The  sea-level  canal  gives  tortuous  navigation  for  the  greater  distance  through  a  comparatively 
narrow  gorge  in  which  the  largest  vessels  can  not  proceed  under  full  headway,  pass  without  risk 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,    PANAMA    CANAL.  VII 

or  turn  about.  The  high-level  canal,  for  the  greater  distance,  gives  practically  lake  navigation 
in  which  vessels  can  proceed  at  full  speed  along  straight  courses,  pass  each  other  without  delays 
or  risks,  and  can  turn  about,  if  necessar3\ 

The  high-level  canal  has  the  additional  advantage  of  "greater  safety  for  ships  and  less 
danger  of  interruption  to  traffic,  by  reason  of  its  wider,  deeper,  and  straighter  channels." 

It  also  follows  from  these  considerations  that  quicker  passage  with  larger  traffic  is  possible 
with  the  high-level  canal. 

The  estimated  cost  is  $247,021,000  for  the  sea-level  canal,  and  1139,705,200  for  the  85-foot- 
level  canal,  a  difference  of  1(107,000,000.  The  Isthmian  Canal  Commission  and  the  chief  engineer 
regard  the  estimate  for  the  sea-level  canal  as  too  low  by  at  least  $25,000,000,  for  reasons  stated 
in  their  reports. 

The  advantage  of  less  cost  is  greatly  in  favor  of  the  85-foot-level  canal. 

The  estimated  time  for  completing  the  sea-level  canal  is  stated  by  the  majority  of  the  Board 
as  from  12  to  13  years,  b}'  the  Isthmian  Canal  Commission  and  the  chief  engineer  from  18  to  20 
years.  The  minority  report  estimates  the  time  for  completing  the  high-level  canal  at  eight  and 
one-half  years,  and  this  is  regarded  as  conservative  by  the  other  competent  authorities. 

The  advantage  in  "practical  speed  of  construction"  is  in  favor  of  the  high-level  canal. 

The  cost  of  operation  and  maintenance  is  an  important  consideration,  and  if  measured  solely 
by  annual  appi'opriations  therefor  the  advantage  is  in  favor  of  the  sea-level  canal.  It  is  believed, 
however,  that  the  difference  is  more  than  offset  bv  the  interest  on  the  additional  investment  in 
the  cost  of  a  sea-level  canal. 

iiesides  serving  the  needs  of  commerce,  the  canal  will  give  the  military  advantage  to  the 
country  of  providing  a  route  for  the  speedy  reinforcement  of  the  fleet  on  either  side  of  the  con- 
tinent, and  militar}^  considerations  must  have  due  weight.  Either  type  of  canal  is  vulnerable — 
the  high  level  the  more  so  because  of  the  lift  locks  which  can  be  easily  injured.  Protection  must 
be  afforded  in  either  case.  A  concentration  of  the  locks  simplifies  the  defense,  and  as  guardsare 
necessary  the}'  should  be  of  sufficient  strength  to  reduce  to  a  minimum  the  danger  of  injury  to 
locks  and  dams. 

In  view  of  the  foregoing,  I  recommend  the  adoption  of  the  type  of  canal  proposed  by  the 
minority  of  the  Board  of  Consulting  Engineers,  except  so  far  as  relates  to  the  location  of  the 
locks  at  Sosa  Hill. 

The  suggestion  that  the  lake  formed  near  Panama  will  be  unsanitary  does  not  seem  well 
founded,  as  I  am  advised  by  the  medical  authorities  of  this  Department  that  unsanitary  condi- 
tions with  respect  to  the  lake  can  be  avoided  by  proper  precautions. 

The  great  objection  to  the  locks  at  Sosa  Hill  is  the  possibility  of  their  destruction  by  the  tire 
from  an  enem3'\s  ships.  If,  as  has  been  suggested  to  me  by  officers  of  this  Department  entitled 
to  speak  with  authority  on  military  subjects,  these  locks  ma}'  be  located  against  and  behind  Sosa 
Hill  in  such  a  way  as  to  use  the  hill  as  a  protection  against  such  fire,  then  economy  would  lead  to 
the  retention  of  this  lake.  The  lake  would  be  useful  to  commerce  as  a  means  for  relieving  any 
possible  congestion  in  the  canal  should  the  ti'affic  be  very  great  and  would  give,  in  case  of  need, 
a  place  for  concentrating  or  sheltering  the  fleet.  If,  however,  Sosa  Hill  will  not  afford  a  site 
with  such  protection,  then  it  seems  to  me  wiser  to  place  the  locks  at  Miraflores. 

When  I  visited  the  Isthmus  a  year  and  a  half  ago  and  went  over  the  site  and  talked  with  the 
then  chief  engineer,  I  received  a  strong  impression  that  the  work  of  construction  upon  which  the 
United  States  was  about  to  enter  was  of  such  world-wide  importance  and  so  likely  to  continue  in 
S.  Doc.  231,  59-1 2 


VIII  REPORT    OV    BOARD    OF    CONSULTING    ENGINEERS,   PANAMA    CANAL. 

active  use  for  centuries  to  come,  that  it  was  wise  for  the  Government  not  to  be  impatient  of  the 
time  to  be  taken  or  of  the  treasure  to  be  spent.  It  seemed  to  me  that  the  sea-level  canal  was 
necessarily  so  much  more  certain  to  satisfy  the  demands  of  the  world's  commerce  than  a  lock 
canal  that  both  time  and  monej'  might  well  be  sacrificed  to  achieve  the  best  form,  and  this  feeling 
was  emphasized  by  reading  the  very  able  report  of  the  majority.  But  the  report  of  the  minority, 
in  showing  the  actual  result  of  the  use  of  the  locks  in  ship  canals,  in  pointing  out  the  dangers  of 
so  narrow  and  contracted  a  canal  prism  as  that  which  the  majority  proposes,  and  in  making  clear 
the  great  additional  cost  in  time  and  money  of  a  seal-evel  canal,  has  led  me  to  a  different  conclusion. 

We  may  well  concede  that  if  we  could  have  a  sea-level  canal  with  a  prism  from  300  to  400 
feet  wide,  with  the  curves  that  must  now  exist  reduced,  it  would  be  preferable  to  the  plan  of  the 
minority,  but  the  time  and  the  cost  of  constructing  such  a  canal  are  in  effect  prohibitory. 

I  ought  not  to  close  without  inviting  attention  to  the  satisfactory  character  of  the  discussion 
of  the  two  types  of  canal  by  the  greatest  canal  engineers  of  the  world,  which  insures  to  you  and 
to  the  Congress  an  opportunity  to  consider  all  the  arguments,  pro  and  con,  in  reaching  a  proper 
conclusion. 

Very  respectfully,  Wm.  H.  Taft, 

Secretary  of  War. 

The  President. 


Isthmian  Canal  Commission, 
Washington,  D.  C,  Fehruarij  6,  1906. 
Sir:  I  have  the  honor  to  transmit  herewith  the  conclusions  and  recommendations  of  the 
Isthmian  Canal  Commission  and  the  dissenting  views  of  Admiral  Endicott  upon  the  majoritv  and 
minority  reports  of  the  Board  of  Consulting  Engineers,  advance  copies  of  which,  together  with 
the  proceedings  of  the  Board,  were  furnished  to  the  Commission  in  December  last.     Appended 
to  the  findings  of  the  Commission  is  a  letter  to  the  Commission  from  the  chief  engineer,  Mr. 
John  F.  Stevens,  giving  his  views  on  the  relative  merits  of  a  sea-level  and  a  high-level  canal. 
VeiT  respectfully, 

T.  P.  Shonts,  Chairiiian. 
To  the  honorable  the  Secretary  of  War. 


Isthmian  Canal  Commission, 
Wash'mgtmi,  D.  <?.,  February  5,  1906. 

Mr.  Secrktaky:  The  Isthmian  Canal  Commission  has  the  honor  to  transmit  herewith  two 
reports  which  it  has  received  from  the  Board  of  Consulting  Engineers  appointed  by  the  President 
June  24,  1905,  to  consider  plans  for  the  construction  of  a  canal  across  the  Isthmus  of  Panama. 
The  board  was  unable  to  reach  a  unanimous  agreement.  One  of  the  reports  is  signed  by  eight 
members,  and  recommends  a  canal  at  sea  level.  The  other  is  signed  by  the  remaining  five  mem- 
bers, and  recommends  a  canal  with  a  summit  level  85  feet  above  the  sea,  to  be  reached  by  locks. 

Befoi'e  proceeding  to  a  review  of  these  two  reports  it  is  desirable  to  remove  certain  misap- 
prehensions as  to  the  meaning  of  the  terms  "canal  at  sea  level"  and  "canal  with  locks"  as 
defining  the  character  of  the  completed  waterway.  In  the  popular  mind  the  one  means  a  water- 
way affording  navigation  without  restriction,  while  the  other  means  a  waterway  in  which 
navigation  is  delayed  and  hampered  by  mechanical  appliances,  and  decidedly  inferior  to  the 
former.     These  conceptions  are  quite  inaccurate. 

The  ideal  waterway  through  tlie  Isthmus  would  I)e  a  channel  at  the  sea  level,  of  which  the 
width  would  be  greater  than  the  length  of  the  vessels  using  it.  With  any  less  width  it  is  liable 
to  the  accident  of  being  completelj'  l)locked  bv  the  sinking  of  a  vessel  transverse  to  its  axis.  If 
vessels  900  feet  long  are  to  Ije  accommodated,  the  width  should  be  considerably  greater  than  900 
feet.  A  channel  of  this  size  can  not  be  considered  and  has  never  been  proposed.  The  enormous 
cost  of  the  excavation  has  compelled  all  engineers  who  have  considered  the  question  to  reduce 
the  width  to  that  strictly  necessary  to  pass  the  largest  vessels  at  greatly  reduced  speed.  A  width 
of  150  to  200  feet  is  now  proposed,  and  is  believed  to  be  the  greatest  width  economically  per- 
missible for  the  sea-level  canal.  It  is  very  far,  however,  from  furnishing  unrestricted  naviga- 
tion. The  speed  of  very  large  vessels,  like  the  new  Cunarders,  must  be  reduced  to  •!  miles  per 
hour  or  less,  while  two  such  vessels  could  not  pass  each  other  in  the  canal.  Between  this  and 
the  ideal  canal  are  many  degrees  of  size  and  convenience. 

In  a  canal  with  locks,  artificial  lakes  are  created  in  which  for  considerable  distances  the 
navigation  is  entirely  unrestricted.  •  The  advantages  thus  gained  may  more  than  counterbalance 
the  delay  and  risk  in  the  use  of  locks,  and  it  is  quite  conceivable  that  a  canal  with  locks  ma}'  be 
a  better  canal — that  is,  can  be  navigated  in  less  time  and  with  less  risk  than  a  canal  at  sea  level. 

A  discussion  of  the  relative  advantages  and  disadvantages  of  the  canal  at  sea  level  and  the 
canal  with  locks  is  to  be  approached  then  without  prejudice  in  favor  of  either  as  a  means  of  transit. 


X  REPORT    OF    BOARD    OF    CONSULTING    KNGINEERS,    PANAMA    CANAL. 

SEA-LEVEL    PLAN. 

The  plan  recommended  by  the  majority  of  the  board  is  a  canal  at  the  sea  level,  following 
essentially  the  line  heretofore  adopted  by  Congress,  except  near  the  terminals,  the  depth  to  be 
40  feet,  and  the  width  at  bottom  to  be  150  feet  where  the  side  slopes  are  gentle,  and  200  feet 
where  the  side  slopes  are  nearly  vertical,  as  in  rock.  The  least  area  of  cross  section  is  8,276 
square  feet.  At  the  Panama  end  is  a  tide  lock,  having  a  usable  length  1,000  feet,  width  100  feet, 
and  depth  over  the  miter  sills  40  feet.  In  Panama  Bay  the  channel  is  to  be  35  feet  deep  at 
extreme  low  water  of  spring  tides,  which  will  give  the  full  40  feet  provided  elsewhere  in  the 
canal,  except  upon  rare  occasions. 

To  control  the  Chagres  River,  a  dam  of  masonry,  or  of  earth  and  masonry,  is  proposed  at 
Gamboa,  just  off  the  line  of  the  canal,  built  to  a  height  180  feet  above  the  sea,  forming  a  reser- 
voir called  Gamboa  Lake,  of  which  the  maximum  How  line  is  to  be  at  elevation  170,  into  which 
the  flood  waters  are  to  be  received,  but  no  design  therefor  is  sul)mitted. 

This  dam  is  to  be  titted  with  controlling  sluices  by  which  a  maximum  discharge  of  15,000 
cubic  feet  per  second  is  to  be  admitted  to  the  canal  pi'ism,  all  in  excess  of  that  amount  being 
temporarily  stored  until  the  subsidence  of  the  flood.  Of  the  tributaries  entering  the  Chagres 
below  Gamboa,  the  most  important  are  diverted  entirely  from  the  canal  and  conducted  by  sepa- 
rate channels  to  the  sea.  There  will  still  remain  a  number  of  tributaries  and  other  streams  to 
be  taken  into  the  canal.  Their  volume  is  assumed  by  the  Board  to  be  such  that,  added  to  the 
15,000  cubic  feet  to  be  admitted  through  the  sluices,  they  will  create  currents  of  which  the 
highest  mean  velocity  is  computed  by  the  majority  to  be  2.6  miles  per  hour.  Ordinarily  the 
velocity  will  not  exceed  1  mile  per  hour. 

Extensive  harbor  improvements  are  proposed  at  Colon. 

The  cost  of  the  canal  under  this  plan  is  estimated  by  the  majority  at  $247,000,000.  From 
the  nature  of  the  case  this  estimate  can  not  be  made  with  great  precision.  The  quantity  of  each 
class  of  work  to  be  done  can,  as  a  rule,  be  accurately  measured,  but  the  unit  price  for  each  class 
must  be  largely  a  matter  of  judgment.  It  is  the  opinion  of  this  Commission  that  the  unit  prices 
adopted  by  the  Board  are,  upon  the  whole,  judicious,  except  in  the  case  of  rock  excavation  under 
water,  which  seems  to  us  low,  but  is  accepted  hei'e  for  purposes  of  comparison;  and  that  other- 
wise the  estimates  are  as  near  an  approximation  to  the  truth  as  can  now  be  reached,  in  all  except 
two  items.  These  items  are  the  excavation  in  Culebra  Cut  below  elevation  -flO,  given  on  page 
51  as  $20,242,877.50;  and  the  completion  of  river  diversions,  regulation  of  rivers  flowing  into  the 
canal,  etc.,  given  on  page  58  as  $3,500,000. 

The  first  item  covers  16,194,302  cubic  yards  of  excavation,  of  which  11.439,612  cubic  yards 
is  below  and  the  remainder  above  the  level  of  the  sea.  The  majority  of  the  Board  has  adopted  a 
uniform  unit  price  of  $1.25  per  cubic  yard  for  the  whole.  This  price  seems  fair  for  the  portion 
above  the  level  of  the  sea.  For  the  portion  below,  it  seems  to  the  Commission  that  the  price  of 
rock  excavation  under  water,  $2.50  per  cubic  yard,  should  be  applied  here  as  it  is  in  the  adjacent 
sections  of  the  canal  by  the  Board.  If  that  be  done,  the  cost  of  this  item  will  be  increased 
$14,299,515,  and  adding  the  usual  20  per  cent  for  contingencies,  the  estimate  will  be  increased 
$17,159,418. 

The  estimate,  $3,500,000,  of  the  cost  of  completing  the  river  diversions,  formation  of 
dams  across  tributary  streams,  regulation  of  rivers  which  flow  into  the  canal,  etc.,  is  believed  to 
be  too  low.  To  show  the  magnitude  of  this  feature  of  a  sea-level  canal,  a  table  is  presented 
giving  the  names  of  the  more  important  streams  which  enter  the  site  of  the  canal,  the  distance 
of  the  point  of  junction  from  the  Caribbean  end  of  the  canal,  the  height  above  sea  level  of 
their  junction  with  the  Chagres,  Obispo,  or  Rio  Grande  rivers,  and  the  volume  of  discharge 
at  high  stage  as  far  as  observed  or  estimated.  It  must  be  remembered  that  while  gaugings 
of  the  Chagres  at  .several  points  have  been  systematically  carried  through  the  river  year  covering 
both  low  waters  and  floods,  nothing  of  this  sort  has  been  done  on  the  other  streams,  where 
gaugings  have  only  been  made  desultorily,  at  such  times  and  for  such  periods  as  were  con- 
venient.    The  discharges  given  in  the  table  are   in   many   instances  obtained  b\'  distributing 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,    PANAMA    CANAL. 


the  total  discharge  of  a  considerable  number  of  tributaries  of  the  Chag-res  among  the  individual 
tributaries,  according  to  the  areas  of  their  drainage  basins.  There  is  no  certainty  that  this  gives 
the  maximum  discharge  for  any  one  tributary,  but  the  probability  is  that  it  does  not. 


Name. 

Distance. 

Greatest 
observed 

dis- 
charge. 

Eleva-   1 
tion  at   i 
mouth 
above  sea 
level. 

Streams  diverted: 

Miles. 

Sec.  feet. 

Feet. 

5 

16,100 
18,500 

Gigante,  left  bank 

18.91 

2,158 

30 

19.84 

9,006 

33 

Streams  not  diverted: 

15.25 

1,000 

15 

Agua  Salude,  riglit  banlj.. 

16.30 

2,306 

25 

Frijolito,  right  ba    

17.36 

1,000 

20 

Frijole-s    Grande,     right 

17.98 
21.26 

3,740 
300 

26 
35 

Agua  Bendlta,  left  bank.. 

Caimito  Mulato,  left  bank 

22.32 

300 

35 

Baila  Mono.s,  left  bank 

22.81 

1,775 

45 

Culo  Seco,  left  bank 

23.87 

300 

40 

24.18 

1,200 

34 

Juan  Grande,  right  bank.. 

25.11 

1,200 

38 

Caraball,  left  bank 

26.42 

760 

40 

Quatre  Calles,  right  ban£. 

26.66 

500 

45 

27.90 

3,700 

160 

Mandingo,  left  bank 

28.80 

1,500 

45 

Camacho,  left  bank 

29.10 

1,349 

165 

30.30 
34.72 

800 
660 

165 
130 

Rio  Grande,  right  bank... 

Mallejon,  rightbank 

Pedro  Miguel,  left  bank... 

36  89 

33 

37.07 

15 

13 

39.40 

The  Cano  and  the  Gigante,  the  latter  including  its  principal  tributary,  the  Gigantito,  are 
to  be  cut  off  by  dams.  The  Trinidad  will  occupy  the  old  channel  of  the  Chagres  River  and  the 
Chagres  diversion.  The  Gatun  will  be  cut  off  from  the  canal  by  the  partly  finished  Gatun 
diversion,  into  which  also  will  be  conducted  the  Mindi  River,  which  has  not  been  gauged,  but 
which  is  a  stream  of  considerable  importance.  The  others  are  to  be  taken  into  the  canal.  They 
must,  however,  be  temporarily  diverted  during  the  excavation  of  the  canal;  and  in  the  case  of  the 
Rio  Grande  this  involves  a  tunnel  seven-eighths  of  a  mile  long.  In  all  the  diversion  channels 
together,  the  amount  of  excavation  and  levee  building,  with  the  necessary  muck  ditches  and  riprap 
levee  and  Iiank  revetments,  tunnels,  etc.,  can  not  be  less  than  10,000,000  cubic  yards.  In  view  of 
the  facts  that  in  many  cases  the  work  is  isolated  and  the  field  of  operations  narrow  and  con- 
tracted, that  much  special  work,  such  as  revetment,  is  required,  and  that  the  operations  of 
excavation  for  channels  and  embankments  for  levees  are  separate  and  distinct,  and  that  the 
material  is  not  uniform,  involving  both  earth  and  rock,  the  unit  prices  will  be  high. 

The  Cano  and  the  Gigante  are  to  be  cut  off  by  dams,  lakes  being  thus  created  which  will 
overflow  through  spillways  provided  in  the  divide  near  the  heads  of  those  streams.  In  this 
.scheme  four  dams  and  three  spillways  are  projected.  The  dam  to  close  the  Gigante  will  be  about 
2,800  feet  long,  that  to  close  its  main  tributary,  the  Gigantito,  will  be  about  490  feet  long,  and 
that  to  close  the  Cano  about  820  feet  long,  the  height  in  each  case  being  aliout  75  feet  above  the 
ground,  the  depth  to  which  the  foundations  must  be  sunk  being  unknown.  A  dam  about  535 
feet  long  and  25  feet  high  will  be  reciuired  to  close  a  depression  in  the  rim  of  one  of  the  lakes. 
These  and  the  spillways  are  expensive  works.     Their  locations  have  never  been  examined  by 


XII  REPORT   OF    BOARD    OF    CONSULTING    ENGINEERS,   PANAMA    CANAL. 

borings  or  exact  topography,  with  the  exception  of  the  Gigante  spillway.  Their  cost  can  not 
be  accurately  estimated  without  further  examinations,  but  under  favorable  circumstances  can 
hardly  be  less  than  $1,000,000. 

The  streams  taken  into  the  canal,  whose  beds  at  point  of  junction  with  the  canal  are  consid- 
erably above  the  canal  prism,  are  to  "be  discharged  over  masonry  stepped  aprons  or  through 
metallic  discharge  pipes,  or  these  beds  will  be  sloped  and  lowered  so  as  to  prevent  objectionable 
currents  at  junction  points."  The  elevation  above  sea  level  at  which  these  streams  reach  the  canal 
is  given  in  the  foregoing  table,  and  varies  from  13  to  165  feet.  A  provisional  treatment  of  such 
important  features  of  a  sea  level-canal  should  not  be  considered.  From  the  point  of  view  of 
thoroughness  and  permanency,  the  sloping  and  lowering  of  the  beds  so  as  to  prevent  objectionable 
currents  at  junction  points  would  not  be  good  practice.  It  may  be  surely  anticipated  that  the 
accelerated  velocity  down  the  increased  slope,  unless  its  bottom  and  sides  are  lined  with  masonrj', 
will  operate  with  destructive  effect  both  on  the  lowered  channel  and  the  l)ed  aud  banks  of  the 
canal.  Metallic  discharge  pipes  are  not  adapted  to  this  purpose  on  streams  which  are  torrential 
in  character  and  may  bring  with  their  flood  drift  trash  and  bowlders.  The  use  of  masonry-stepped 
aprons  must  therefore  be  considered,  under  the  conditions  presented  by  most  of  these  streams,  as 
the  only  advisable  way  of  bringing  them  from  a  high  to  a  low  level.  The  construction  of  these 
would  necessarily  be  ver}'  heavy  and  therefore  very  expensive.  As  in  the  case  of  the  dams,  the 
sites  of  these  aprons  have  not  been  carefully  examined,  and  the  estimate  of  cost  can  only  be 
a  rough  approximation.  It  is  the  opinion  of  the  Commission  that  the  sum  of  $3,500,000, 
assigned  by  the  majority  of  the  Board  to  the  completion  of  the  diversion  channels,  the  construc- 
tion of  the  dams  and  spillways,  and  the  construction  of  these  aprons,  is  inadequate,  and  should 
be  increased  b}'  at  least  $6,500,000,  which,  with  the  usual  20  per  cent  added  for  contingencies, 
makes  an  increase  of  $7,800,000  to  this  item  of  the  estimate. 

If  the  foregoing  increases  be  added  to  the  $247,000,000  estimated  by  the  majorit}'  of  the 
Board,  the  cost  of  the  sea-level  canal  will  be  found  to  be  $272,000,000. 

The  time  required  to  build  the  canal  is  estimated  at  twelve  to  thirteen  years.  The  number 
of  unknown  factors  which  enter  into  this  estimate  is  still  greater  than  in  the  case  of  estimates  of 
cost.  There  are  two  methods  availalile  for  reaching  a  conclusion  upon  the  subject.  One  is  that 
followed  by  the  Board,  viz,  to  assume  that  the  largest  single  piece  of  work — the  Culebra  Cut — will 
fix  the  time  required,  and  that  all  other  work  can  be  completed  while  that  is  being  executed, 
then  to  ascertain  how  many  excavating  machines  can  be  employed  atone  time  in  the  Culebra 
cut,  and  then  assign  to  each  machine  its  daily  or  annual  working  capacity,  under  the  conditions 
which  prevail  there.  There  is  great  uncertainty  about  all  of  these  elements.  The  number  of 
steam  shovels  which  can  work  to  advantage  in  Culebra  cut  is  not  known,  but  is  probably  much 
less  than  the  number  mentioned  in  the  report,  100;  and  there  is  no  experience  to  show  what  the 
output  of  a  steam  shovel  will  be  under  all  the  extremely  varying  conditions  which  obtain  there. 
The  other  method  is  to  examine  the  results  obtained  in  the  great  opei'ations  of  the  old  French 
compan}'  in  this  same  work.  It  is  not  unusual  to  hear  that  cf)mpany  spoken  of  lightly,  but  it 
is  to  be  remembered  that  it  had  at  its  head  men  who  had  recently  built  the  Suez  Canal,  that  it  had 
the  advice  of  the  best  engineering  talent  in  Europe,  and  that  its  pecuniary  resources  for  some 
years  were  practically  unlimited.  After  devoting  the  years  1881  and  1882  to  preliminary  work, 
it  began  operations  on  a  large  scale  in  the  early  part  of  1883,  and  continued  them  until  the  latter 
part  of  1888,  about  six  years  or  seventy-two  months.  It  excavated  altogether  about  72,000,000 
cubic  yards  of  material,  or  about  1,000,000  per  month  if  we  attribute  the  work  of  1881  and  1882 
to  the  later  period,  of  which  about  one-third  was  the  eas3'  excavation  with  dredges  in  the 
coastal  plains.  In  doing  this  it  had  every  inducement  that  men  could  have  to  make  haste.  Its 
concession  from  Colombia  for  a  limited  period,  its  enormous  interest  charges,  and  the  sanguine 
assurances  of  its  promoters  and  managers,  all  urged  the  greatest  possible  speed.  The  wreckage 
along  the  line  of  the  canal  to-day  is  a  demonstration  of  the  feverish  energy  with  which  every 
species  of  machinery  was  lavished  upon  the  work.  To  get  the  work  done  was  the  primary  consid- 
eration, its  cost  secondary.  The  circumstances  are  now  difl'erent  in  several  important  respects. 
There  have  been  great  improvements  in  excavating  machinery,  and  means  have  been  found  to 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,    PANAMA     JANAL.  XIII 

remove  the  terror  of  3'ello\v  fever,  both  of  which  conditions  favor  an  increase  of  output. 
On  the  other  hand,  there  must  be  a  much  more  careful  adjustment  of  the  means  to  the  end. 
Extravaj^ant  duplication  of  machinerj-,  or  other  reckless  expenditure,  can  not  be  tolerated.  It 
is  hoped  and  believed  that  a  considerable  increase  over  the  French  rate  of  progress  can  be 
attained.  What  the  percentage  will  be  is  a  matter  of  judgment,  and  is  not  capable  of  exact 
computation,  but  it  would  seem  that  the  chances  of  error  here  are  less  than  where  all  of  the 
factors  are  unknown.  Here  at  least  the  difference  between  spasmodic  and  long-continued  effort, 
-and  the  reduction  of  efficienc.y  due  to  climate  and  distance  from  supplies  are  eliminated.  In  the 
opinion  of  the  Commission  it  would  not  be  unreasonable  to  hope  for  an  increase  of  25  per  cent, 
which  would  give  an  average  output  of  1,250,000  cubic  j-ards  per  month.  To  excavate  the 
231,000,000  cubic  j'ards  of  the  sea-level  canal  at  this  rate  would  require  one  hundred  and  eightj'- 
five  months  or  fifteen  and  one-half  years.  There  would  be  at  least  two  and  one-half  years  at  the 
beginning  before  this  rate  could  be  reached,  and  at  least  an  equal  amount  of  time  at  the  end, 
during  which  the  contracted  space  at  the  bottom  of  the  cut  would  compel  a  reduction  of  force.  It 
is  to  be  feared  that  the  time  required  to  construct  a  sea-level  canal  would  be  eighteen  or  twenty 
years,  rather  than  the  twelve  or  thirteen  years  estimated  by  the  majority,  even  supposing  that 
the  total  amount  of  excavation  will  not  exceed  the  231,000,000  cubic  yards  estimated.  To  reach 
that  amount  the  majority  of  the  Board  has  adopted  steeper  slopes  in  the  Culebra  cut  than  any 
previous  board  or  commission  has  adjudged  applicable.  It  may  well  happen  that  these  slopes 
must  be  reduced,  and  the  amount  of  excavation  thus  increased.  The  majority  of  the  Board 
has  made  no  provision  for  the  necessary  turning-out  places  and  widening  at  curves.  It  is  not 
safe  to  estimate  the  time  required  for  the  construction  of  a  sea-level  canal  at  less  than  twenty 
years. 

PLAN    WITH    LOCKS. 

The  plan  recommended  by  the  minority  of  the  Board  is  a  canal  with  locks,  following  in  general 
the  same  location  as  the  other,  but  with  slight  variations  therefrom  in  Limon  and  Panama  bays. 
Its  controlling  feature  is  a  dam  to  close  the  valley  of  the  Chagres  at  Gatun,  thus  creating  an 
artificial  lake  of  which  the  surface  is  to  be  85  feet  above  the  sea  and  which  is  to  constitute  the 
summit  level.  The  length  of  this  dam  will  be  7,700  feet,  and  the  height  of  its  crest  135  feet,  or  50 
feet  above  the  water  surface.  It  will  contain  about  21,200,000  cubic  yards  of  material,  principally 
the  spoil  from  the  excavation  of  the  canal  prism.  It  is  provided  with  ample  spillways  and  regu- 
lating works.  A  channel  500  feet  wide  at  sea  level  leads  from  Limon  Bay  to  the  Gatun  dam, 
where  is  placed  a  double  flight  of  three  locks  by  means  of  which  vessels  are  lifted  into  the  arti- 
ficial lake.  The  lake  provides  unrestricted  navigation  for  a  large  part  of  its  length,  but  becomes 
more  contracted  as  the  Continental  Divide  is  approached  until  in  the  Culebra  Cut  the  width  at 
bottom  is  reduced  to  200  feet.  It  finally  terminates  at  Pedro  Miguel,  where  the  first  lock  on  the 
Pacific  side  is  placed,  having  a  lift  of  30  feet.  By  means  of  this  lock  vessels  are  lowered  into 
another  artificial  lake  created  by  a  dam  closing  the  valley  of  the  Rio  Grande,  and  by  two  other 
dams  closing  other  depressions,  the  level  of  the  lake  being  55  feet  aliove  the  sea.  The  crests 
of  these  dams  are  80  feet  above  the  sea.  Comnuinication  between  the  lake  and  Panama  Bay  is 
effected  by  a  double  flight  of  two  locks  placed  near  the  shore  on  the  high  ground  called  Sosa  Hill. 
All  locks  are  in  duplicate  and  have  a  usable  length  900  feet,  width  95  feet,  and  depth  over  the 
miter  sills  40  feet.  The  depth  of  the  channel  is  everywhere  at  least  45  feet  except  in  the  locks 
and  in  Limon  Bay,  where  it  is  40  feet,  the  depth  in  Panama  Bay,  however,  being  measured  from 
mean  tide  and  not  from  dead  low  water.  In  the  lakes  the  depth  is  often  very  much  greater, 
being  75  feet  near  the  Gatun  dam,  and  nearly  as  much  for  many  miles.  The  width  is  nowhere 
less  than  200  feet  at  bottom,  and  at  most  places  is  very  much  more.  The  length  of  the  canal 
from  deep  water  in  Limon  Bay  to  deep  water  in  Panama  Bay  is  49.72  miles.  Of  this  19^  miles 
is  over  1,000  feet  wide,  23  miles  is  over  800  feet  wide,  35  miles  is  over  500  feet  wide,  and  42^ 
miles  is  over  300  feet  wide.  That  is,  for  about  half  the  distance  navigation  is  entirely  unre- 
stricted, while  for  more  than  two-thirds  the  distance  the  channels  are  500  feet  or  more  wide,  and 
for  only  one-seventh  the  distance,  including  the  locks,  are  they  less  than  300  feet  wide. 


XIV  REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,    PANAMA    CANAL. 

The  cost  of  the  canal  under  this  plan  is  estimated  by  the  minority  of  the  Board  at  $139,705,200, 
and  the  time  reciiiired  to  build  it  at  nine  years.  We  consider  1)oth  of  these  estimates  reasonable, 
subject  to  the  remarks  already  made  concerning  unit  prices. 

The  plan  recommended  by  the  minority  of  the  board  is  of  the  same  type  as  that  recommended 
by  the  Commission  of  1899-lVHil  and  adopted  by  Congress,  at  least  bj^  inference,  in  the  act 
approved  June  28,  1902.  It  provides  wider  and  deeper  channels  and  larger  locks  than  that  plan 
and  a  different  arrangement  of  dams,  as  well  as  a  change  in  the  Atlantic  entrance,  but  the  height 
of  the  summit  level  is  the  same,  and  the  estimates  of  cost  and  of  the  time  required  for  construc- 
tion are  very  nearly  the  same.  Some  of  the  changes  have  been  made  necessary  by  new  require- 
ments for  navigation,  and  others  have  been  the  result  of  further  study  by  fresh  minds.  They 
are  improvements,  such  as  Congress  could  not  possibly  have  intended  to  prohibit  when  it 
adopted  the  old  plan.  They  are  of  importance,  but  they  do  not  seem  to  us  to  be  changes  of  such 
radical  character  as  would  require  further  action  by  Congress,  as  in  the  case  of  a  canal  at  sea 
level. 

The  only  features  of  this  plan  which  do  not  fall  within  the  limits  of  every -day  practice  are 
the  height  and  size  of  the  dams  and  the  size  of  the  locks.  No  question  has  been  raised  as  to  the 
stability  of  the  Gatun  dam,  and,  indeed,  none  can  be  raised  while  there  are  in  successful  operation 
in  this  country  earth  dams  of  less  cross  section  retaining  a  greater  head  of  water.  The  great 
quantity  of  material  available  has  made  it  possible  to  give  this  dam  dimensions  which  are  much 
greater  than  are  strictly  necessary.  The  majority  of  the  board,  however,  do  question  the  effect- 
iveness of  that  dam  in  retaining  water,  expressing  the  fear  that  the  subfoundation  may  be  found 
so  porous  that  seepage  will  be  excessive.  The  minority  point  out  that  the  material  under  the 
dam  is  exceptionably  favorable,  that  for  a  depth  of  200  feet  it  is  practically  impervious,  and  that 
the  more  porous  material  which  is  found  for  a  short  distance  below  that  depth  is  covered  with 
this  impervious  blanket  200  feet  thick  for  a  long  distance  upstream.  They  express  the  opinion, 
in  which  we  concur,  that  there  would  be  no  appreciable  seepage  under  the  dam.  In  the  case  of 
the  Rio  Grande  dam,  the  majority  goes  further  and  states  that  the  earth  dam  proposed  for  that 
locality  is  in  "  danger  of  being  pushed  bodily  out  of  place  by  the  pressure  due  to  the  head  of 
water  in  the  reservoir,"  unless  it  be  made  very  massive.  In  the  opinion  of  the  minority,  in  which 
we  concur,  the  dam,  as  designed,  is  so  massive  that  this  is  impossible.  In  this  case,  the  greatest 
depth  to  rock  is  64  feet,  and  all  seepage  can  be  cut  off'  by  sheet  piling,  if  necessary;  but  the 
borings  thus  far  indicate  impervious  material  under  the  dam,  and  it  is  not  expected  that  that  device 
will  be  required. 

The  locks  are  larger  than  any  which  have  heretofore  been  built,  and  the  majority  of  the 
Board  express  the  opinion  that  they  are  beyond  the  limit  of  prudent  design.  As  a  matter  of 
fact,  larger  locks  have  been  designed  with  the  greatest  prudence  and  with  mathematical  certainty. 
It  can  no  more  be  said  of  lock  building  that  it  has  reached  the  limit  of  judicious  construction  than 
of  ship  or  bridge  building  or  any  other  branch  of  engineering  construction.  A  modern  bridge 
of  long  span  is  a  safer  structure  than  the  short  span  bridge  of  former  days,  because  of  better 
knowledge  of  the  materials  and  improved  methods  of  uniting  them.  So  the  proposed  locks  can 
be  made  safer  than  the  Poe  lock  at  the  Sault,  because  they  are  designed  after  nine  years  of 
pi-actical  experience  with  that  lock,  an  experience  which  shows  it  to  be  a  safe  place  for  a  vessel. 

It  is  our  opinion  that  the  entire  feasibility  of  constructing  the  canal  under  the  plan  proposed 
by  the  minority  of  the  Board  can  not  be  successfully  questioned. 

RELATIVE    EFFICIENCY   OF   COMPLETED    CANALS. 

The  majority  of  the  Board  express  the  opinion  that  the  canal  at  sea  level  is  the  only  one 
giving  reasonable  assurance  of  safe  and  uninterrupted  navigation,  and  question  the  safety  of 
large  vessels  in  passing  locks. 

The  most  important  ship  canal  in  the  world  is  that  at  the  Sault  Ste.  Marie,  at  the  outlet 
of  Lake  Superior.  The  tonnage  which  it  carries  per  annum  is  about  three  times  that  carried  by 
the  Suez  Canal,  and  is  greater  than  the  aggregate  tonnage  of  the  Suez,  Manchester.  Kiel,  and 


REPORT    OF    BOARD    OV    CONSULTING    ENGINEERS,   PANAMA    CANAL.  XV 

Amsterdam  canals  combined,  although  navigation  is  suspended  several  months  each  year  by  ice. 
One  of  its  locks  is  the  largest  in  existence,  and  during  the  season  of  navigation  this  lock  alone 
carries  three  times  the  tonnage  per  month  that  the  Suez  Canal  carries.  It  has  been  in  successful 
operation  since  1896,  and  has  carried  with  ease  and  safety  the  largest  vessels  on  the  Great  Lakes, 
some  of  them  measuring  569  feet  in  length  with  56  feet  beam.  The  navigation  interest  has  no 
fear  of  this  lock.  That  interest  is  growing  with  marvelous  rapidity,  and  is  clamoring  for  deeper 
channels  between  the  lakes,  so  that  larger  vessels  may  be  used  and  larger  locks  built.  No  engineer 
who  is  familiar  with  this  lock  has  any  misgiving  about  its  safety,  or  about  the  entire  feasibility 
of  building  larger  locks  which  shall  be  equalW  safe. 

The  majority  of  the  P)0ard  have  attempted  to  belittle  this  experience.  They  say  it  is  not  a 
"maritime  canal."  They  explain  that  masters  of  vessels  passing  to  and  fro  every  few  weeks 
acquire  familiarity  with  the  canal  and  locks,  which  leads  to  a  degree  of  skill  and  safety  which 
could  never  be  attained  in  the  Panama  Canal,  which  would  be  visited  only  at  rare  intervals, 
forgetting  that  this  acquired  skill  simply  makes  unnecessary  the  services  of  a  pilot,  and  can 
never  be  equal  to  the  skill  of  the  special  pilots  who  would  be  employed  at  Panama.  Thev  attach 
importance  to  the  fact  that  navigation  at  the  Sault  is  closed  by  ice  for  several  months  each  year, 
at  which  time  the  locks  can  be  pumped  out  and  repaired,  not  stopping  to  consider  that  at 
Panama  there  are  two  sets  of  locks,  one  of  which  can  be  pumped  out  and  repaired  at  any 
part  of  the  year.  They  point  to  the  three  accidents  which  have  occurred  to  the  locks  within 
the  last  nine  years,  and  make  certain  speculations  as  to  how  near  these  were  to  being  serious 
and  what  would  have  happened  if  the  lift  had  been  as  great  as  that  proposed  for  Panama, 
omitting  to  note  that  during  the  same  period  the  open  channels  below  were  completely  blocked 
three  times,  besides  being  partially  l)locked  at  other  times,  by  the  sinking  of  vessels.  During 
each  of  the  complete  blockades  in  the  open  channel  navigation  was  entirely  suspended 
from  two  and  a  half  to  live  days,  and  during  the  partial  blockades  all  vessels  were  delayed 
from  five  to  twenty-four  hours,  this  state  of  affairs  lasting  in  one  case  ten  days.  It  is  true  that 
locks  are  subject  to  accident,  but  so  are  narrow  channels  without  locks.  In  addition  to  the 
evidence  just  given,  mention  ma_y  be  made  of  the  steamer  C/uif/uD/i,  by  which  the  Suez  Canal 
was  wholly  blockaded  for  nine  days,  and  partially  blockaded  for  about  a  month  in  September  and 
October,  1905.  We  can  not  concur  in  the  opinion  that  a  canal  at  sea  level  150  feet  wide  gives 
''safe  and  uninterrupted  navigation,"  least  of  all  if,  as  in  this  case,  that  canal  is  liable  to  currents 
of  2.6  miles  per  hour.  Moving  in  the  same  direction  with  such  a  current,  it  is  doubtful  whether 
one  of  the  largest  vessels  now  in  use  could  navigate  the  canal  at  all  with  her  own  power.  Nor 
can  we  concur  in  the  opinion  that  a  lock  properly  constructed  and  managed  is  in  any  sense  a 
menace  to  the  safety  of  vessels.  Practical  experience  has  demonstrated  the  contrary  beyond 
dispute. 

The  volume  of  water  contained  in  the  proposed  sea-level  canal  is  about  100,664,000  cubic 
yards;  that  contained  in  the  proposed  canal  with  locks,  omitting  all  below  4:5  feet  depth  and  all 
beyond  1,000  feet  width,  is  about  30;-?, 614,000  cubic  yards.  It  is  a  fair  statement  that  one  waterway 
is  three  times  the  size  of  the  other,  and  that  but  for  the  locks  it  affords  three  times  the  facilities 
for  navigation. 

In  the  canal  at  sea  level  there  are  man^-  curves;  in  that  with  locks  all  the  courses  are  straight, 
changes  of  direction  being  made  at  the  intersection  of  tangents,  where  additional  width  is  given. 
These  straight  courses  can  be  marked  with  ranges,  which  greatly  facilitate  navigation,  particularly 
at  night. 

In  the  canal  at  sea  level  there  is  often  a  considerable  current,  which  at  times  becomes 
obstructive.     In  the  canal  with  locks  there  is  no  such  obstruction. 

The  time  required  to  pass  through  a  canal  of  either  type  differs  with  the  size  of  the  vessels 
and  the  number  of  vessels.  Following  the  method  described  in  the  report  of  the  Isthmian  Canal 
Commission  of  1901,  the  minority  of  the  Board  find  that  for  a  small  ship  the  canal  at  sea  level 
has  the  advantage  by  about  thirty-six  minutes,  provided  the  number  of  ships  does  not  exceed 
10  per  day.  If  the  number  of  ships  exceed  30  per  day,  the  canal  with  locks  has  the  advantage 
by  about  three  hours.  For  large  ships  the  canal  with  locks  has  the  advantage  whatever  be 
S.  Doc.  231,  59-1 3 


XVI  REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,   PANAMA    CANAL. 

the  number  per  day.  If  the  number  l)e  10,  the  advantage  is  about  thirty-six  minutes;  if  it  be 
30,  the  advantage  is  over  three  and  one  half  hours.  We  believe  these  results  to  be  approximately 
correct,  assuuiing  that  there  is  no  current  in  the  canal.  Should  there  be  a  current  of  2.6  miles 
per  hour,  such  as  the  sea-level  canal  is  subject  to,  the  time  of  passage  through  that  canal  might 
be  greatly  increased.  It  is  assumed  also  that  numerous  turning-out  places  are  provided  in  the 
sea-level  canal,  although  for  these  no  provision  is  made  in  the  plan  or  the  estimate. 

The  majority'  of  the  Board  claim  that  locks  limit  the  traffic  capacity  of  the  canal,  that 
lockages  perhaps  can  not  exceed  10  per  day  for  each  lock,  or  120  per  day  for  the  pair.  The 
minority  point  to  the  experience  at  the  Sault,  which  shows  that  this  estimate  is  not  in  accord 
with  American  practice,  and  they  show  that  with  the  double  flight  of  locks  proposed,  a  traffic  of 
at  least  80,000,000  tons  per  annum  can  be  accommodated.  Additional  locks  may  be  built  hereafter 
if  needed. 

The  majority  in  one  place  express  the  opinion  that  the  canal  at  sea  level  '"will  endure  for  all 
time,''  page  64,  and  in  another  give  weight  to  "the  compai'ative  ease  and  economy  of  enlarging 
the  prism  of  the  sea-level  canal  to  accommodate  any  additional  demands  of  the  future,"  page  64. 
We  estimate  that  to  widen  the  sea-level  canal  100  feet  without  deepening  it  will  cost  at  least 
$87,000,000.  To  deepen  it  involves  excavation  under  water  throughout  its  length.  The  canal 
with  locks  maj'  be  deepened  easily  and  cheaply  by  simply  raising  the  crests  of  the  spillways  and 
the  height  of  the  locks. 

The  majority  express  the  opinion  that  the  cost  of  operating  and  maintaining  a  sea-level  canal 
will  be  very  much  less  than  that  for  a  canal  with  locks:  and  using  the  figures  of  the  Commission 
of  1899-1901,  the}^  give  the  cost  of  operating  and  maintaining  the  locks  at  about  $525,000  per 
annum.  That  estimate  is  probably  as  near  an  approximation  to  the  truth  as  can  now  be  given. 
The  canal  at  sea  level  will  require  more  dredging  than  the  other,  and  it  has  one  lock  to  be  main- 
tained. It  must  also  be  furnished  with  turn-out  places  and  attendance  there.  A  reasonable 
allowance  for  these  expenses  is  $225,000,  leaving  $300,000  per  annum  as  the  apparent  advantage 
in  operating  expenses  of  the  sea-level  canal.  Against  this  is  to  be  placed  the  interest  on  the 
additional  investment.  If  the  canal  at  sea  level  will  cost  $132,000,000  more  than  the  canal  with 
locks,  as  we  believe  it  will,  the  interest  on  that  sum  is  an  additional  fixed  charge,  and  at  2  per 
cent  amounts  to  $2,640,000  per  annum;  that  is,  the  annual  fixed  charges  of  the  canal  at  sea  level 
will  be  $2,340,000  more  than  those  of  a  canal  with  locks. 

The  majority  of  the  Board  point  to  the  ease  with  which  an  enemy  might  in  time  of  war  dis- 
able the  locks  with  a  few  sticks  of  dynamite  and  lay  much  stress  upon  the  disastrous  results 
which  would  ensue  to  the  United  States  should  the  passage  be  interrupted.  The  difficulty  of 
defending  the  canal  was  clearly  pointed  out  by  the  Commission  of  1899-1901,  who  closed  their 
discussion  as  follows,  viz:  "It  is  the  opinion  of  the  Commission  that  a  neutral  canal,  operated 
and  controlled  by  American  citizens,  would  materialh'  add  to  the  military  strength  of  the  United 
States;  that  a  canal,  whether  neutral  or  not,  controlled  by  foreigners,  would  be  a  source  of 
weakness  to  the  United  States,  rather  than  of  strength:  and  that  a  canal  not  neutral,  to  be 
defended  by  the  United  States,  whether  by  fortifications  on  land  or  by  tlie  Navy  at  sea,  would 
be  a  source  of  weakness."  In  that  opinion  we  concur.  It  applies  equally  to  a  canal  at  sea  level 
and  to  a  canal  with  locks.  In  the  former,  the  great  dam  at  Gamboa  and  the  other  great  dams, 
the  steep  slopes  at  Culebra,  and  the  tide  lock  at  Sosa  all  present  points  of  attack,  less  favorable, 
no  doubt,  than  the  locks,  but  sufficiently  so  to  make  the  canal  entirely  vulnerable.  The  canal  at 
sea  level  can  be  blocked  by  sinking  a  vessel  at  any  part  of  its  length,  while  the  canal  with  locks, 
for  a  large  part  of  its  length,  can  not  be  blocked  in  that  manner  at  all.  Should  the  United  States 
depart  from  its  true  policy  of  making  the  canal  neutral,  it  will  not  gain  anything  in  a  military 
point  of  view  by  adopting  tiie  canal  at  sea  level  in  preference  to  the  one  with  locks. 

There  is  one  valid  argument,  and  one  only,  which  can  be  brought  against  the  canal  with 
locks,  and  that  is  the  difficulty  of  fixing  the  dimensions  of  the  lock  chambers  to  provide  for  the 
possible  enlarged  vessels  of  the  future.  The  majority  of  the  board  propose  a  length  of  1,000 
feet,  a  width  of  100  feet,  and  depth  over  the  miter  sills  of  40  feet;  while  the  minority  propose  a 


REPORT    OF    KOARD    OF    CONSULTING    ENGINEERS,     PANAJfA    CANAL.  XVII 

k'licjth  of  9(^0  feet,  a  width  of  95  feet,  and  -tO  feet  over  the  miter  sills.  In  the  following  table  is 
a  list  giving  the  dimensions  of  12  of  the  largest  ships  in  the  world  and  the  ratio  of  their  length 
and  beam  to  their  draft: 


Name  of  steamer. 


Steamship  line. 


Kaiser  Wilhelm  der  Grosse. 

Kaiser  Willieim  II 

Kronprinz  Wilhelm 

Oceanic 

Celtic 

Cedric 

Baltic 

Deiitschland 

Caronia 

Carmania 

Two  new  ships,  unnamed  -. 
Average  ratio 


North  German  Lloyd I    189: 


..do :. 

..do 


White  Star 


....do 


Hamburg- American . 
Cunard 


1901 
1899 
1901 
1903 
1903 
1900 
1901 
190t 
1905-6 


663.3 
706.6 
697.5 
697.5 
725.9 
687.5 
680. 0 
680.0 
800.0 


72.0 
66.0 


75.4 
67.3 


Maxi-    ; 

mum      Ratio  of  draft  to 
loaded    beam  and  length. 


Feel. 

2S.5 


30.0 
35.7 


37.3 
31.0 
35.0 
35.0 
38.0 


1 : 2. 31 
1:2.36 
1 : 2. 20 
1:1.91 
1:2.04: 
1 : 2. 04 
1 : 2. 02 
1:2.17 
1:2.07 
1:2.07 
1:2.31: 


22.75 
23.16 
22.11 
19.76 
18.95 
18.90 
19.46 
22.17 
19.42 
19.42 
21.05 


1 :2.14:20.C5 


From  this  talkie  it  appears  that  the  propoi'tions  suggested  by  the  minority  are  more  in  aeeord 
with  late  praetioe  than  those  suggested  by  the  majority.  .If  the  locks  are  to  be  1,000  feet  long 
and  100  feet  wide,  appaiently  tliere  should  be  greater  depth  over  the  miter  sills.  The  minority 
point  out  that  the  dimensions  proposed  by  them  will  provide  for  ships  having  25  per  cent  more 
tonnage  than  the  new  Cunarders,  and  will  permit  the  passage  of  battle  ships  having  13  feet  greater 
beam  than  any  ship  now  in  the  United  States  Navy.  Inasmuch  as  the  new  Cunarders  are  not 
yet  completed,  are  very  much  larger  than  any  other  ve.ssels  in  existence,  and  must  still  be 
regarded  as  experimental,  it  seems  to  us  that  this  is  looking  as  far  into  the  future  as  is 
expedient.  If  ships  too  large  for  these  locks  should  hereafter  be  developed,  it  will  be 
possible  to  add  new  and  larger  locks  to  accommodate  them.  The  total  estimated  cost  of  all  the 
locks  and  approach  walls  in  the  present  project,  including  the  contingency  item  of  20  per  cent, 
is  $44,425,000.  They  can  therefore  be  entirely  renewed  for  about  half  what  it  would  cost  to 
widen  the  sea-level  canal  100  feet. 

The  water  supply  for  the  canal  with  locks  as  projected  is  sufHcient  to  accommodate  a  traffic 
of  about  50.000,(100  tons  annually.  Should  that  traffic  be  exceeded  in  the  future,  the  addition  of 
a  dam  at  Alhajuela  will  provide  a  supply  sufficient  for  100,000,(100  tons.  Should  it  be  found 
nece.s.sary  in  the  future  to  provide  for  the  pa.ssage  of  a  still  larger  tonnage,  the  Chagres  River 
and  its  tributaries  will  furiii.sh  additional  water. 

The  Board  of  Consulting  Engineers  is  unanimous  in  the  opinion,  in  which  we  concur,  that  if 
a  sea-level  canal  is  ever  to  be  constructed  it  should  be  constructed  as  such  from  thf  first. 

A  report  from  the  chief  engineer,  Mr.  John  F.  Stevens,  giving  his  views  upon  the  subject 
under  consideration,  is  hereto  appended. 


COXCLUSIOXS    AND    RECOMMENDATIONS. 

From  the  foregoing  it  appears  that  the  canal  proposed  by  the  minority  of  the  Board  of  Con- 
sulting Engineers  can  be  built  in  half  the  time  and  a  little  more  than  half  the  co.st  of  the  canal 
proposed  by  the  majority  of  the  board,  and  that  when  completed  it  will  be  a  better  canal  for  the 
following  reasons: 

(1)  It  provides  greater  safety  for  ships  and  less  danger  of  interruption  to  traffic  by  reason 
of  its  wider  and  deeper  channels. 

(2)  It  provides  quicker  passage  across  the  Isthmus  for  large  ships  or  a  large  traffic. 

(3)  It  is  in  much  less  danger  of  damage  to  itself  or  of  dela\-s  to  ships  from  the  flood  waters 
of  the  Chagres  and  other  streams. 


XVIII  REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,     PANAMA    CANAL. 

(i)  Its  cost  of  operation  and  maintenance,  including  tixed  charges,  will  be  less  by  some 
$2,000,000  or  more  per  annum. 

(5)  It  can  be  enlarged  hereafter  much  more  easily  and  cheaply  than  can  a  sea-level  canal. 

(6)  Its  military  defense  can  be  effected  with  as  little  or,  perhaps,  less  difficulty  than  the  sea- 
level  canal. 

It  is  our  opinion  that  the  plan  proposed  by  the  minority  of  the  Board  of  Consulting  Engineers 
is  a  most  satisfactor}-  solution  of  the  problem  of  an  isthmian  canal,  and,  therefore,  we  recom- 
mend that  the  plan  of  the  minority  be  adopted,  subject,  of  course,  to  such  changes  as  may  be 
found  desirable  during  construction  and  with  the  understanding  that  the  works  in  Limon  Bay 
are  to  be  deferred  for  the  present.  The  entrance  now  in  use  at  that  place  nnist,  for  the  present, 
be  used  in  an3'  event,  in  order  to  secure  harbor  room  for  the  landing  of  supplies  immediately 
needed.  The  question  whether  or  not  it  should  be  changed  and  what  changes  should  be  made 
can  better  be  determined  hereafter. 
Respectfully  submitted. 

T.  P.  Shonts,  Chairman. 
Charles  E.  Magoon. 
Peter  C.  Hains, 
Brigadier-  General,  U.  S.  Army,  Retired. 
O.  H.  Ernst, 

Colonel  of  Engineers. 
B.  M.  Hakrod. 
Hon.  Wm.  H.  Taft, 

Secretary  of  War,     Washington,  D.  C. 


MINORITY  REPORT. 

The  undersigned  does  not  concur  in  the  preference  for  a  lock  canal,  expressed  by  the  Com- 
mission, but  regards  a  sea-level  canal,  as  proposed  by  the  majority  of  the  Board  of  Consulting- 
Engineers,  a  better  canal  for  commercial  and  military  purposes. 

First.  Because,  whilst  for  exceptionally  large  vessels,  such  as  built  for  Atlantic  liners,  the 
time  of  transit  might  be  as  long  as  or  longer  than  in  the  lock  canal,  the  average  [time  of  transit 
of  the  class  of  vessels  which  will  use  the  canal  for  a  long  term  of  years  will  be  less  than  in  the 
lock  canal. 

Second.  Because  the  risks  of  interruption  to  traffic  from  accident  are  deemed  greater  in  a 
high-level  canal  with  six  locks  than  in  a  sea-level  canal  with  a  tidal  lock,  notwithstanding  the 
greater  distance  in  the  latter  canal,  which  might  be  obstructed  by  a  sunken  vessel. 

Third.  Because  the  cost  of  maintenance  and  operation  of  the  sea-level  canal  will  be  less. 

Fourth.  Because  in  the  enlargements  to  accommodate  increase  in  traffic  the  relative  advan- 
tages of  the  sea-level  canal  will  increase 

It  is  the  history  of  important  canals  that  very  soon  after  completion,  when  traffic  becoujes 
established,  the  increasing  demands  of  commerce  call  for  enlarged  provisions,  and  when  the 
location  is  upon  established  lines  of  trade  or  where  commerce  finds  a  more  dii'ect  route  than  those 
previously  obtaining,  such  increase  makes  rapid  strides.  It  seems  quite  certain  that  such  will 
be  the  history  of  the  canal  across  the  Isthmus  of  Panama.  Either  of  the  projects  under  con- 
sideration will  admit  of  enlargement,  but  in  that  for  a  sea-level  canal,  which  will  consist  of 
enlargement  of  its  cross  section  and  the  addition  of  tidal  locks,  its  progressive  improvement  will 
be  in  the  direction  of  greater  and  greater  freedom  of  transit,  a  lessening  of  such  risks  as  may 
be  inherent  in  a  canal  of  its  type,  and  an  approach  to  what  must  be  admitted  as  an  ideal  canal; 
whilst  the  enlargement  of  the  high  lock  level  canal,  although  decreasing  the  restrictions  in  its 
narrower  portions,  will  multiplj'  and  perpetuate  the  locks  and  leave  in  existence  all  the  obstruc- 
tions, delays,  and  risks  attending  their  use. 

Fifth.  Because  it  is  a  better,  safer,  and  more  capacious  canal  from  a  military  standpoint. 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,     PANAMA    CANAL.  XIX 

I  regard  the  sea-level  canal,  according  to  the  project  of  the  majority  of  the  consulting  board, 
as  affording  greater  immunity  from  hostile  injury  in  time  of  war  than  a  canal  of  high  level  with 
several  locks. 

The  danger  of  a  vessel  being  sunk  in  the  canal  is  inherent  in  both;  in  a  less  degree  in  the 
lock  canal  because  of  a  portion  of  its  length  being  lake  navigation,  but  a  derangement  of  the 
operating  mechanism  of  the  locks  or  the  direct  crippling  of  a  few  of  the  gates  is  much  more 
easily  accomplished,  and  would  ordinarily  prove  a  far  greater  calamity  and  one  far  less  quickly 
and  easily  remedied. 

In  both  projects  locks  occur  at  the  side  of  Sosa  Hill,  near  the  shores  of  Panama  Bay,  a  flight 
of  two  locks  in  the  high-level  plans  and  one  tidal  lock  in  the  sea-level  plans.  Both  are  equally 
subject  to  destruction  by  a  hostile  fleet,  but  such  destruction,  in  the  case  of  the  high-level  canal, 
would  be  extremely  disastrous,  in  that  it  would  ruin  the  canal  for  military  or  commercial  pur- 
poses for  several  years;  whilst  in  the  case  of  the  sea-level  canal  the  debris  could  be  dynamited 
and  removed  in  a  few  days  and  the  canal  remain  navigable,  since  for  at  least  one-half  of  each 
twenty-four  hours  the  tidal  lock  always  stands  open  for  the  passage  of  vessels  without  locking, 
and  during  neap  tides,  which  extend  over  one-half  of  the  month,  when  the  rise  and  fall  are  least, 
it  would  allow  of  the  continous  transit  of  vessels  in  an  emergency  without  the  othces  of  a  lock. 

Again,  the  transit  of  a  fleet  of  naval  vessels,  or  an  expeditionary  force  of  army  transports 
under  convoy  of  a  fleet,  would  be  able  to  move  with  much  more  expedition  than  if  compelled  to 
pass  through  a  lock  canal.  A  war  vessel  acting  singly  could  pass  through  the  canal  and  proceed 
at  once  upon  its  way,  but  the  movements  of  a  fleet  would  probably  be  in  unison,  and  in  the  case 
of  a  fleet  of  transports  under  convoy  such  would  almost  inevitably  be  the  case,  and  the  departure 
of  the  whole  force  would  be  delayed  until  the  last  vessel  had  made  its  exit  from  the  canal.  In 
the  case  of  the  lock  canal  this  would  cover  a  delay  extending  from  the  time  the  tirst  vessel  passed 
the  last  lock  until  the  fiftieth,  or  some  other  last  vessel  corresponding  to  the  numerical  size  of  the 
fleet;  whilst  in  the  case  of  a  sea-level  canal  for  one  half  the  hours  of  the  twenty-four  during 
one-half  of  the  month,  and  for  all  the  hours  of  the  twenty-four  during  the  other  half  the  vessels 
would  tile  through  in  rapid  succession  without  locking.  A  transit  which  in  the  lock  canal  would 
take  several  days  might,  in  the  sea-level  canal,  be  a  matter  of  hours  and  less  than  a  single  day. 

In  military  aff'airs  tremendous  consequences  often  hang  about  the  question  of  time;  and  when 
to  the  inevitable  delays  to  a  fleet  passing  through  a  lock  canal  is  added  the  danger  of  the  latter 
being  entirely  disabled  for  a  long  period,  the  great  advantage  of  a  sea-level  canal  over  a  lock 
canal  from  a  military  view  is  strongly  emphasized. 

There  is  no  question  that  a  sea-level  canal  is  per  se  far  superior  in  all  respects  to  a  lock  canal, 
and  where  feasible  and  the  cost  not  prohibitive  it  should  be  constructed.  One  is  entirely  feasible 
at  the  Isthmus  of  Panama  and  the  cost  estimated  by  the  board  of  consulting  engineers  or  l)y  the 
Commission  is  not  prohibitive. 

The  time  necessary  for  the  construction  of  a  sea-level  canal  is  estimated  at  twelve  to  thirteen 
years  by  the  majority  of  the  Consulting  Board  and  not  less  than  flfteen  by  the  minority,  in  which 
latter  estimate  I  concur,  and  which  I  do  not  regard  as  militating  against  the  advisability  of 
adopting  such  type. 

The  great  cost  to  transform  a  high-level  lock  canal  into  a  sea-level  canal  as  estimated  by  the 
Consulting  Board — about  |:>09,0(IO,00() — and  the  difficulties  of  the  same  render  it  impracticable. 
A  sea-level  canal  reached  by  this  method  would  cost  at  least  $3-l:U,<i00,O<)0. 

An  85-foot  summit  lock  canal  once  constructed  means  a  lock  canal  always.  If  a  sea-level 
canal  is  desired,  it  must  be  built  directly  without  first  building  a  lock  canal. 

Believing  that  a  sea-level  canal  substantially  according  to  the  project  of  the  Consulting  Board 
would  best  serve  the  present  and  future  commerce  of  the  world  and  the  military  necessities  of 
this  nation,  I  have  the  honor  to  recommend  its  adoption. 

Respectfully  submitted.  Mordecai  T.  Endicott. 


XX  REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,     PANAMA    CANAL. 

Washington,  D.  C,  January  26^  1906. 

Sir:  In  repl_v  to  your  request  for  a  statement  of  my  views  on  the  question  of  a  sea-level  or 
a  high-level  canal,  as  applicable  to  Panama,  and  my  conclusions  as  to  the  relative  value  of  each 
type,  as  discussed  in  the  reports  of  the  Consulting  Board  of  Engineers — 

As  indicated  in  my  letter  of  December  19,  1905,  which  was  written  prior  to  the  receipt  or 
inspection  by  mj'self  of  anj'  report  from  the  Consulting  Board,  my  judgment  was  and  is  yet  in 
favor  of  a  high-level  canal,  and  it  has  only  been  strengthened  by  the  very  able  presentation  of 
the  facts  and  deductions  made  therefrom  in  the  minority  report. 

I  can  therefore  conscientiously  and  fully  approve  the  adoption  of  the  high-level  type,  and 
strongly  recommend  that  the  Commission  give  its  official  voice  in  favor  of  such  a  type  as  is 
described  in  the  minority  report,  and  there  seems  to  be  nothing  that  I  can  add  to  such  report,  in 
view  of  its  clearness  and  completeness,  more  than  that  I  am  heartily  in  favor  of  its  adoption. 

As  between  a  sea-level  canal  and  any  canal  with  a  summit  elevation  of  30  feet  or  above,  I 
decidedly  prefer  the  high  level,  and  believe  the  one  with  a  summit  level  of  8.5  feet  more  fully 
meets  the  conditions  and  requirements  than  one  at  an^'  lower  level. 

In  mj'  letter  of  December  19,  I  disapproved  of  the  suggestion  to  change  the  present  alignment 
of  the  canal  at  either  ocean  terminal.  In  relation  to  the  northern  terminal,  at  Colon,  I  am  free  to 
say  that  I  now  believe  that  either  plan  as  recommended  by  the  Consulting  Board  of  Engineers  in 
covering  this  question  is  preferable  to  the  present  alignment,  and  that  the  abandonment  of  the 
proposed  seawall  from  Colon  to  English  Point  and  the  adoption  of  a  plan  for  breakwaters  parallel, 
or  nearly  so,  to  the  proposed  entrance  channel  (if  such  breakwaters  are  found  necessary)  much 
simplifies  the  situation. 

1  believe,  however,  that  the  construction  of  a  large  basin  or  inland  harbor  at  or  near  Mindi, 
or  at  a  convenient  location  which  exists  below  the  Gatun  dam,  such  basin  to  be  supplied  with 
coaling  and  other  proper  outfitting  facilities,  will  be  found  advisal)le,  the  material  excavated  in 
the  construction  of  such  a  basin  to  be  used  in  the  construction  of  the  Gatun  dam. 

As  regards  the  plan  and  alignment  of  the  canal  at  the  Pacific  end,  I  am  still  inclined  to  my 
former  expressed  opinion  that,  on  account  of  the  military  and  sanitary  features,  the  location  of 
all  the  locks  at  Miraflores  and  Pedro  Miguel,  instead  of  part  of  them  at  La  Boca,  with  the 
necessary  dam  at  the  same  place,  will  be  found  more  satisfactory;  })ut  as  the  latter  plan  will  cost 
about  $6,000,000  less  to  construct  than  the  former  one,  I  am  ready  to  waive  my  views  in  favor  of 
the  latter  plan,  although  simply  on  account  of  the  difl'erence  in  the  estimated  cost. 

The  minority  report  of  the  consulting  board  has  discussed  so  fully  the  relative  merit  of  the 
two  types  that  it  would  seem  entirely  unnecessary  for  me  to  endeavor  to  extend  the  arguments. 

I  will,  however,  express  my  belief  that  some  of  the  estimates  as  to  the  length  of  time  and 
cost,  as  set  forth  bj'  the  report  in  favor  of  the  sea-level  type,  are  hardly  justified.  1  believe  that 
the  estimated  cost  of  the  auxiliary  works,  such  as  diversion  channels,  dams,  and  spillways,  ma\' 
very  readily  exceed  by  several  times  the  amount  allowed,  and  that  the  danger  to  the  canal  by  the 
existence  of  such  works  would  be  nuich  greater  than  apparently  appreciated. 

It  is  perhaps  possible  that  the  unit  price  per  yard  allowed  for  the  removal  of  material  in  the 
prism  of  a  sea-level  canal  below  +10  (-IrO  feet  of  it  being  all  rock  and  below  sea  level)  is  ample; 
but  I  seriously  doubt  it.  This  unit  cost  might  easily  be  double  the  estimate  as  allowed,  and  such 
an  increase  alone  would  add  $-20,000,000  to  the  cost  of  the  sea-level  canal. 

A  difference  alone  of  fl00,000,000  in  the  cost  of  the  canal  means,  at  2  per  cent  interest,  an 
additioti  of  $2,000,000  per  year  to  fixed  charges,  which  sum,  of  course,  must  be  added  to  the 
cost  of  carr3'ing  charges  and  operation  in  estimating  the  relative  value  of  the  two  types  of  canal. 
I  believe  the  excess  cost  of  the  sea-level  type,  instead  of  being  $107,000,000,  as  indicated  in  the 
reports,  would  be  at  least  $135,000,000,  and  it  might  be  veiy  much  more. 

1  also  believe  that  the  difference  in  the  time  required  for  the  construction,  as  between  the 
two  types,  will  be  much  greater  than  reported,  and  I  would  not  care  to  set  a  less  time  than 
eighteen  or  twentj"  years  for  the  building  of  a  sea-level  canal,  while  I  am  firmly  of  the  belief 
that  the  time,  as  shown  in  the  minority  report,  for  the  construction  of  the  high  or  85-foot  summit 
level  is  ample. 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,    PANAMA    CANAL.  XXI 

The  sum  of  my  conclusions  is,  therefore,  that,  all  things  considered,  the  lock  or  high-level 
canal  is  preferable  to  the  sea-level  type,  so  called,  for  the  followinof  reasons: 

It  will  provide  as  safe  and  a  quicker  passage  for  ships,  and  therefore  will  be  of  greater 
capacity. 

It  will  provide,  beyond  question,  the  best  solution  of  the  vital  problem  of  how  safely  to  care 
for  the  flood  waters  of  the  Chagres  and  other  streams. 

Provision  is  made  for  enlarging  its  capacity  to  almost  any  extent  at  very  much  less  expense 
of  time  and  money  than  can  be  provided  for  bj'  any  sea-level  plan. 

Its  cost  of  operation,  maintenance,  and  tixed  charges  will  be  very  much  less  than  any  sea- 
level  canal. 

The  time  and  cost  of  its  '-onstruction  will  be  not  more  than  one-half  that  of  a  canal  of  the 
sea-level  type. 

The  element  of  time  might  become,  in  case  of  war.  actual  or  threatened,  one  of  such  impor- 
tance that  measured,  not  by  years  but  by  months,  or  even  days,  tiie  entire  cost  of  the  canal  would 
seem  trivisd  in  comparison. 

Finally,  even  at  the  same  cost  in  time  and  money  for  each  tA'pe.  I  would  favor  the  adoption 
of  the  high-level  lock  canal  plan  in  preference  to  that  of  the  proposed  sea- level  canal. 

I  therefore  recommend  the  adoption  of  the  plan  for  an  So-foot  suuunit-level  lock  canal,  as 
set  forth  in  the  minoi'ity  report  of  the  (Consulting  Board  of  Engineers. 
Very  respectfully. 

Jno.  F.  Stevexs,  Chiff  Engineei'. 

Mr.  T.  P.  Shonts, 

Chairman  IstJnniaii  Canal  Coiiimii<sion, 

Washington,  D.   C. 


REPORT 


OF    THE 


BOARD  OF  CONSULTING  ENGINEERS 


FOR    THE 


PANAMA  CANAL 


S.  Doc.  23],  59-1- 


MEMBERS  OF  THE  BOARD  OF  CONSULTING  ENGINEERS  FOR  THE 
PANAMA  CANAL. 

George  W.  Davis,  Major-General,  U.  S.  Arm}',  Retired,  Chdrman. 

Alfred  Noble,  Chief  Engineer  East  River  Div.  P..  N.  Y.  &  L.  I.  R.  R. 

Wm.  Barclay  Parsons,  Chief  Engineer  New  York  Subway. 

William  H.  Burr,  Consulting  Engineer  Board  of  Water  Supply,  New  York  City: 

Professor  of  Civil  Engineering,  Columbia  University;  Engineering  Expert, 

Aqueduct  Commissioners,  New  York  City. 
Henry  L.  Abbot,  Brigadier-General.  U.  S.  Army,  Retired. 
Frederic  P.  Stearns.  Chief  Engineer  Metropolitan  Water  and  Sewerage  Board, 

Boston. 
Joseph  Ripley,  General  Superintendent  St.  Marys  Falls  Canal. 
Isham  Randolph,  Chief  Engineer  Sanitary  District  of  Chicago. 
William  Henry  Hunter,  Mem.  Inst.  C.  E.,  Chief  Engineer  Manchester  Ship 

Canal;  Commissioner,  Upper  Mersey  Navigation,  England. 
Eugen  Tincauzer,  Koniglich  Preussischer  Regierungs-  und  Baurat,  Mitglied  der 

Regierung  zii  Konigsberg  i.  Pr.,  German\'. 
Adolphe  Gu^rard,  Inspecteur-General  des  Pouts  et  Chaussees,  France. 
E.  Quellennec,  Ingenieur  en  Chef  des  Ponts  ct  Chaussees;    Ingenieur  Conseil  de 

la  Cie.  du  Canal  de  Suez,  France. 
J.    W.    Welcker,    Hoofdingenieur  -  Directeur   van    den    R^'ks- Waterstaat,    The 

Netherlands. 


John  C.  Oakes,  Captain,  Corps  of  Engineers,  General  Staff,  U.  S.  Army,  Secretary. 

3 


CONTENTS 


Page. 

Executive  order 7 

Summary  of  proceedings 7 

Physical  characteristics  of  the  Panama  route 13 

Climate 14 

Sanitation  and  hygiene 16 

Work  done  and  present  conditions 20 

New  field  work 23 

Projects  of  Mr.  Lindon  W.  Bates 24 

Plan  of  Mr.  P.  Bunau-Varilla 28 

Plan  of  the  Isthmian  Canal  Commission,  1901 31 

Plan  of  Maj.  Cassius  E.  Gillette,  Corps  of  Engineers,  U.  S.  Army 32 

The  60-foot  summit-level  project  adopted  for  comparison  with  the  sea-level  project 33 

Safety  and  protection 34 

Transformation  of  a  lock  canal  into  a  sea-level  canal 36 

Capacity  of  canal  for  traffic 37 

The  control  of  the  Chagres  and  other  streams 40 

Dams 43 

The  sea-level  plan  recommended  by  the  Board 45 

(a)   Alignment  and  description 45 

( 6 )  Harbors 49 

(c)  Cross  sections  of  the  canal  prism 54 

( d)  Estimate  of  cost 56 

(e)  Estimate  of  time 57 

(/)  Important  considerations 59 

Minority  report 65 

The  lock-canal  project  recommended 65 

(a)  The  Colon  entrance 65 

(h)  The  Gatun  dam  66 

Stability  of  an  earth  dam 68 

Plan  of  the  dam 70 

Regulating  works 70 

Reduction  in  cost 71 

(c)  Water  supply  of  the  canal 72 

(d)  The  summit  level 74 

(e)  Lake  Sosa 75 

(/)  Channel  in  Panama  Bay 76 

(g)  Dimensions  and  cost 76 

Comparison  with  the  Board's  lock-canal  project 77 

Comparison  with  the  Board's  sea-level  canal  project 78 

Relative  time  for  completion  of  sea-level  and  85-foot  projects 81 

Relative  time  of  transit 83 

Capacity  for  traffic  of  the  two  projects 84 

Safety  of  locks  and  other  structures ■. 87 

Relative  safety  of  ships  in  the  two  types  of  canal 90 

Land  damages 91 

Relocation  of  the  Panama  Railroad 92 

Estimated  cost  for  project  recommended 93 

Cost  of  maintenance  and  operation 94 

Safety  of  dams 96 

Conclusions  and  recommendation 97 

5 


Washington.  D.  C,  Januarn  10,  1906. 
The  IsTHinAN  Canal  Commission. 

Gentlemen:  The,  Board  of  Consulting  Engineei's  for  the  Panama  Canal,  having  completed 
the  consideration  of  the  question  submitted  to  it  in  pursuance  of  the  order  of  the  President 
dated  June  24,  1905,  has  the  honor  to  submit  its  report. 

The  President's  order  is  as  follows: 

EXECUTIVE   OBDEK. 

It  is  hereby  ordered  that  a  Board  of  Consulting  Engineers,  consisting  of 
General  George  W.  Davis, 
Mr.  Alfred  Noble, 
Mr.  William  Barclay  Parsons, 
Mr.  William  H.  Burr, 
General  Henry  L.  Abbot, 
Mr.  Frederic  P.  Stearns, 
Mr.  Joseph  Ripley, 
Mr.  Herman  Schussler, 
Mr.  Isham  Randolph, 

Mr.  Wm.  Henry  Hunter,  nominated  by  the  British  Government, 
Herr  Eugen  Tincauzer,  nominated  by  the  German  Government, 
M.  Guerard,  nominated  by  the  French  Government, 

M.  Quellennec,  consulting  engineer,  Suez  Canal,  and  one  engineer  to  be  designated  by  the  Government  of 
the  Netherlands, 
shall  convene  in  the  City  of  Washington,  at  the  rooms  of  the  Isthmian  Canal  Commission,  on  the  1st  day  of  Septem- 
ber, 190.5,  for  the  purpose  of  considering  the  various  plans  proposed  to  and  by  the  Isthmian  Canal  Commission  for 
the  construction  of  a  canal  across  the  Isthmus  of  Panama  between  Cristobal  and  La  Boca;  and  that  the  deliberations 
of  the  Board  of  Consulting  Engineers  shall  continue  as  long  as  they  may  deem  it  necessary  and  wise  before  they 
make  their  report  to  the  Commission. 

The  Isthmian  Canal  Commission  is  directed  to  have  all  the  proposed  plans  in  such  detailed  form,  with  maps, 
surveys,  and  other  documents  sufficient  to  enable  the  Consulting  Engineers  to  consider  and  decide  the  questions 
presented  to  them.  Should  it  be  deemed  necessary  by  the  members  of  the  Consulting  Board,  they  may  visit  the 
Isthmus  before  making  their  final  report.  If  there  is  a  difference  of  opinion  between  the  members  of  the  Consulting 
Board,  minority  reports  are  requested. 

General  George  W.  Davis  is  hereby  designated  as  chairman  of  the  Board  of  Consulting  Engineers.  Instructions 
more  detailed  will  be  given  in  time  to  be  presented  to  the  Board  when  it  first  convenes  on  the  1st  of  September. 

The  chairman  is  charged  with  the  duty  of  comnmnicating  to  the  other  memliers  of  the  Board  this  order  and  the 
other  details  that  may  be  necessary. 

Theodore  Roosevelt. 
The  White  House,  June  24, 1905. 

SUMMARY  OF  PROCEEDINGS. 

The  Board  met  in  the  office  of  the  Isthmian  Canal  Commi.ssion,  Washington,  D.  C,  on 
September  1,  1905,  all  the  gentlemen  named  in  the  order  being  present  with  the  following 
exceptions: 

Mr.  Herman  Schussler,  who  notified  the  chairman  of  the  Board  that  on  account  of  previous 
engagements  and  vuidertakings  that  could  not  be  changed  he  felt  obliged  to  decline  the  appoint- 
ment. 

Mr.  J.  B.  Berry,  chief  engineer.  Union  Pacific  Railroad,  who  had  been  named  by  the 
President  as  a  member  in  place  of  Mr.  Schussler,  declined  the  appointment  on  account  of  his 
respon.sibility  to  the  railroad  company,  which  required  all  of  his  time. 


8  BEPOBT    OP   BOAKD    OF    CONSULTING   ENGINEERS^  PANAMA    CANAL. 

Prof.  Jacon  Kraus,  chief  of  waterstaat,  Netherlands  Government,  who  had  been  named  as 
the  representative  of  Holland  on  the  Board,  was  shortly  thereafter  called  to  a  position  in  the 
ministry  of  the  Government,  and  he  therefore  was  obliged  to  decline  the  appointment. 

To  fill  the  place  thus  made  vacant,  Mr.  J.  W.  Welcker,  chief  engineer  of  waterstaat,  was 
nominated  by  the  Government  of  the  Netherlands.  Mr.  Welcker  sat  with  the  Board  as  the  Dutch 
member. 

After  organization  and  the  reading  of  the  order  of  the  President,  the  Chairman  announced 
that  Capt.  John  C.  Oakes.  Corps  of  Engineers,  General  Stail,  U.  S.  Army,  had  been  detailed 
by  the  War  Department  to  act  as  secretary  to  the  Board,  and  he  has  so  acted. 

The  Board  received  the  following  communication  from  the  Chairman  of  the  Isthmian  Canal 

Commission: 

LsTHMiAN  Canal  Commlssion, 
Washington,  D.  C,  September  1,  1905. 
The  Board  of  Engineers  Advisory  upon  Plans  for  the  Panama  Canal, 

Washington,  D.  C. 

Gentlemen:  In  accordance  with  the  directions  of  the  President,  dated  April  1,  1905,  the  Isthmian  Canal  Com- 
mission has  the  honor  to  lay  before  you  physical  data  concerning  the  Isthmus  of  Panama,  and  to  solicit  your  opinion 
as  to  the  best  plan  to  be  followed  in  the  completion  of  the  Panama  Canal  within  reasonal>le  limits  of  cost  and  time. 

As  you  are  aware,  this  question  has  been  the  subject  of  prolonged  and  elaborate  studies  for  many  years  by  numer- 
ous able  engineers.  A  vast  amount  of  labor  has  been  expended  in  the  collection  of  information  concerning  the 
physics  of  the  Isthmus,  and  in  digesting  it  and  formulating  it  into  plans  for  the  canal.  The  results  of  all  these  labors, 
both  in  the  field  and  in  the  office,  down  to  a  recent  date  are  given  in  the  reports  of  two  distinguished  commissions, 
viz,  the  Comite  Technique,  of  which  the  report  is  dated  at  Paris,  November  16,  1898,  and  the  American  Commis.sion 
of  1899-1901,  of  which  the  report  is  dated  at  Washington,  November  16,  1901.  A  careful  perusal  of  these  reports, 
and  examination  of  the  maps  and  documents  which  accompany  them,  will  afford  as  satisfactory  a  view  of  the  entire 
subject,  at  the  dates  when  they  were  written,  as  can  now  be  given.  They  have  been  reprinted,  each  in  a  separate 
pamphlet,  and  in  that  form  are  now  handed  to  you  marked  "  Part  I,"  and  "  Part  II,"  respectively. 

During  the  last  year  additional  surveys  and  observations  have  been  made  upon  the  Isthmus,  the  results  of  which 
are  laid  before  you.  It  may  be  stated  here  in  general  terms  that  the  information  which  they  furnish  does  not  involve 
any  radical  change  in  the  plans  previously  favored.  Among  the  observations  alluded  to  may  be  included  the  experience 
of  the  last  year  in  excavating  the  Culebra  cut,  from  which  some  of  our  engineers  have  drawn  unwarranted  conclu- 
sions as  to  the  probable  cost  of  the  work.  There  is  nothing  in  this  experience  to  justify  the  belief  that  the  unit 
prices  used  in  previous  estimates  were  too  high,  or  that  the  estimate  of  the  time  required  for  completing  the  work 
was  too  liberal,  ^'evertheless,  this  experience  has  been  used  as  an  argument  in  favor  of  a  sea-leval  canal,  which  plan 
had  been  condemned  by  the  two  commissions  mentioned  above.  It  becomes  necessary  to  consider  once  more  the 
sea-level  scheme.  The  principal  information  available  for  a  decision  as  to  the  merits  of  that  project  has  been  printed 
in  the  form  of  a  third  pamphlet,  which  is  now  handed  to  you,  marked  "  Part  III,"  and  in  which  will  be  found  the 
more  important  results  of  the  recent  surveys. 

These  three  pamphlets  are  commended  to  your  careful  consideration.  With  the  large  map,  scale  1:5,000,  of 
which  a  copy  is  also  handed  to  you,  it  is  hoped  that  a  fair  idea  may  be  obtained  of  the  conditions  on  the  Isthmus, 
and  of  the  relative  merits  of  the  three  plans  proposed.  There  are  on  file  here  many  other  maps,  reports,  and 
drawings,  any  or  all  of  which  will  be  placed  at  your  disposal  should  there  be  any  point  which  requires  further 
elucidation. 

The  plan  described  in  the  first  pamphlet  is  the  one  which  was  adopted  by  Congress,  at  least  by  inference,  in  the 
act  approved  June  28,  1902.  It  is  the  plan  under  which  the  work  is  now  progressing,  and  under  which  all  work  of 
construction  has  been  done  since  the  United  States  acquired  the  property.  It  closely  resembles  the  plan  of  the 
Comity  Technique,  described  in  the  second  pamphlet,  in  many  essential  particulars,  but  differs  from  it  in  the  height 
of  the  Bohio  dam  and  the  important  results  which  flow  therefrom.  The  advantages  which  its  authors  expected  to 
derive  from  this  change  were: 

1.  To  take  fuller  advantage  of  the  topography  of  the  country,  by  wliich  it  was  possible  to  make  the  Gigante 
spillway  automatic,  instead  of  mechanical,  and  adequate  for  the  discharge  of  the  greatest  floods,  with  only  one 
channel  to  the  sea  instead  of  two. 

2.  To  increase  the  distance  of  lake  navigation  from  seven  to  nearly  thirteen  miles. 

3.  To  reduce  the  estimated  cost  of  the  canal  by  aliout  ?15,000,000. 

The  disadvantages  of  the  change  are  the  somewhat  greater  difficulties  in  constructing  the  higher  dam  and  the 
locks  of  greater  lift — difficulties,  however,  which  are  by  no  means  insuperable. 

A  disadvantage  which  the  two  plans  have  in  common  is  that  the  rapid  developments  of  naval  architecture  make 
it  difficult  to  determine  the  proper  dimensions  of  the  lock  chambers.  It  is  to  be  considered,  however,  that  up  to  the 
present  time  such  development  has  not  Ijeen  greatly  hampered  l)y  deficient  depth  in  the  harbors  of  the  world,  and 
that  development  hereafter  will  have  that  obstruction  to  contend  with.  Moreover,  it  is  not  possible  to  dispense  with 
locks  entirely.     Even  with  the  sea-level  canal  a  tide  lock  will  be  requires  at  the  Panama  end. 


REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  9 

In  addition  to  the  plans  aljove  mentioned,  a  pamphlet  has  been  prepared  bj'  Mr.  Lindon  W.  Bates,  which  gives 
in  outline  a  sketch  of  a  plan  proposed  by  him,  which  is  interesting  on  account  of  its  novelty,  and  is,  therefore,  laid 
before  you.  It  does  not  give  detail  enough  for  a  close  analysis,  nor  for  estimates  of  cost.  To  obtain  this,  extensive 
additional  survevjj,  to  occupy  at  least  a  year's  time,  would  be  necessary. 

A  paper  has  been  submitted  to  the  President  by  ^Ir.  P.  Bunau-Varilla  which  explains  a  method  by  which  a 
canal  constructed  at  fii-st  with  locks  may  be  subsequently  altered  to  a  sea-level  canal.  This  paper  also  is  submitted 
for  your  consideration. 

These  last  two  documents  are  described  in  a  fourth  pamphlet,  marked  "Part  IV,"  which  is  now  handed  to  you. 

It  is  to  be  noted  that  the  law' by  which  Congress  ordered  the  construction  of  an  Isthmian  Canal  contained  the 
following  proviso,  viz: 

"The  President  shall  then,  through  the  Isthmian  Canal  Commission  hereinafter  authorized,  cause  to  be  exca- 
vated, constructed,  and  completed,  utilizing  to  that  end,  as  far  as  practicable,  the  work  heretofore  done  by  the  New 
Panama  Canal  Company,  of  France,  and  its  predecessor  company,  a  ship  canal  from  the  Caribbean  Sea  to  the 
Pacific  Ocean.  Such  canal  shall  be  of  sufficient  capacity  and  depth  as  shall  afford  convenient  passage  for  vessels  of 
the  largest  tonnage  and  greatest  draft  now  in  use,  and  such  as  may  be  reasonably  anticipated,  and  shall  be  supplied 
with  all  necessary  locks  and  other  appliances  to  meet  the  necessities  of  vessels  passing  through  the  same  from  ocean 
to  ocean;  and  he  shall  also  cause  to  be  constructed  such  safe  and  commodious  harbors  at  the  termini  of  said  canal 
and  make  such  provisions  for  defen.se  as  may  be  necessary  for  the  safety  and  protection  of  said  canal  and  harbors." 

The  Commission  expects  to  visit  the  Isthmus  of  Panama,  sailing  from  New  York  during  the  last  week  in  Sep- 
tember, the  exact  date  to  be  fixed  hereafter.     You  are  cordiallj'  invited  to  accompany  them. 

This  method  of  presenting  the  subject  to  you,  by  offering  several  well-digested  plans,  has  been  adopted  because 
it  seemed  to  be  the  method  by  which  all  essential  information  could  be  conveyed  in  the  most  condensed  possible 
form.  It  is  needless  to  say  that  the  Commission  desires  your  opinion  not  only  upon  these  plans,  but  upon  any  varia- 
tion of  them,  or  ujjon  any  entirely  different  plan  which  may  suggest  itself  to  you.  It  requests  your  views  as  to  what 
plan  it  is  most  expedient,  all  things  considered,  for  the  United  States  to  follow  in  the  completion  of  the  Panama 
Canal. 

Yours,  verj'  respectfully, 

T.  P.  Shoxts,  Chairman. 

The  order  of  the  President  required  that  there  be  siibniitted  to  the  Board  for  its  consideration 
and  discussion  "the  various  plans  proposed  to  and  by  the  Isthmian  Canal  Commission."  The 
Commission  transmitted  to  the  Board: 

1.  A  plan  prepared  )\v  the  old  commi.ssion  on  isthmian  routes,  created  in  pursuance  of  the 
act  of  Congress  approved  March  3,  1899. 

2.  A  plan  proposed  to  the  New  Panama  Canal  Company  November  16,  1898,  by  the  Comite 
Technique  assembled  by  that  company. 

3.  Three  projects  prepared  by  Mr.  Lindon  W.  Bates,  of  New  York. 

4.  The  more  important  results  of  recent  surveys,  containing  the  principal  information 
available  for  a  decision  respecting  a  canal  at  tide  level. 

There  was  also  su))mitted  a  paper  prepared  by  Mr.  P.  Bunau-Varilla,  explaining  a  method 
of  construction  of  a  lock  canal  to  be  subsequently  transformed  to  one  at  sea  level. 

At  a  subsequent  meeting  there  was  received  from  the  Commission  a  paper  entitled 
"  The  Panama  Canal:  Some  serious  objections  to  the  sea-level  plan."  prepared  by  Maj.  Cassius  E. 
Gillette,  Corps  of  Engineers,  U.  S.  Army,  and  another  entitled  "The  Gatun  Dam,"  prepared 
by  Mr.  C.  D.  Ward.  C.  E. 

On  the  other  hand,  the  Board  received  no  plans  originating  with  the  Commission.  Therefore, 
and  because  the  requirements  of  the  act  of  Congress  respecting  the  dimensions  and  capacity  of 
the  canal,  together  with  the  new  information  collected  by  surveys  and  examinations  conducted 
during  the  last  two  years  prevented  the  adoption  of  plans  of  former  commissions,  the  Board  was 
obliged  to  prepare  plans  and  estimates  based  on  such  information  and  on  other  data  collected  at 
its  request,  and  to  act  as  a  creative  body  as  well  as  a  consulting  board. 

In  order  to  conduct  its  business  systematically  the  Board  determined  to  hold  regular  stated 
meetings  at  such  times  as  the  work  required,  and  thirty  of  such  meetings  have  been  held. 
The  proceedings  of  these  meetings  were  recorded  and  the  minutes  will  be  found  as  Appendix  A 
to  this  report.  Although  the.se  meetings  were  executive  in  character,  the  members  of  the 
Isthmian  Canal  Commission  were  invited  to  be  present  at  any  or  all  of  them,  an  invitation  which 
was  frequentlj-  accepted.     To  facilitate  the  work  of  the  Board  there  were  appointed: 

An  executive  committee,  consisting  of  the  Chairman,  General  Abbot,  and  Mr.  Hunter. 
S.  Doc.  231,  59-1 5 


10  BEPOBT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL. 

A  committee  on  the  preparation  of  plans  for  a  sea-level  canal,  consisting  of  the  Chairman, 
Messrs.  Guerard,  Hunter,  and  Burr,  to  which  Messrs.  Parsons  and  Quellennec  were  subsequently 
added. 

A  committee  on  the  preparation  of  plans  for  a  lock  caual,  consisting  of  the  Chairman,  Messrs. 
Stearns,  Tincauzer,  and  Riplej^,  to  which  General  Abbot  and  Mr.  Noble  were  subsequently 
added. 

A  committee  on  unit  prices  for  purposes  of  estimate,  consisting  of  Messrs.  Parsons,  Welcker, 
and  Randolph. 

On  September  11  the  President  receiyed  the  Board  at  Oyster  Bay,  and  addressed  them  as 
follows: 

What  I  am  about  to  say  must  be  considered  in  the  light  of  suggestion  merely,  not  as  direction.  I  have  named 
you  because  in  my  judgment  you  are  especially  fit  to  serve  as  advisers  in  planning  the  greatest  engineering  work  the 
world  has  yet  seen;  and  I  expect  you  to  advise  me,  not  what  you  think  1  want  to  hear  but  what  you  think  I  ought  to 
hear. 

There  are  two  or  three  considerations  which  I  tru^t  you  will  steadily  keep  before  your  minds  in  coming  to  a 
conclusion  as  to  the  proper  type  of  canal.  I  hope  that  ultimately  it  will  prove  possible  to  build  a  sea-level  canal. 
Such  a  canal  would  undoubtedly  be  best  in  the  end,  if  feasible,  and  I  feel  that  one  of  the  chief  advantages  of  the 
Panama  route  is  that  ultimately  a  sea-level  canal  will  be  a  possibility.  But  while  paying  due  heed  to  the  ideal 
perfectibility  of  the  scheme  from  an  engineer's  standpoint,  remember  the  need  of  having  a  plan  which  shall  provide 
for  the  immediate  building  of  a  canal  on  the  safest  terms  and  in  the  shortest  possible  time. 

If  to  build  a  sea-level  canal  will  but  slightly  increase  the  risk,  and  will  take  but  a  little  longer  than  a  multi- 
lock  higher-level  canal,  then  of  course  it  is  preferable.  But  if  to  adopt  the  plan  of  a  sea-level  canal  means  to  incur 
I  great  hazard  and  to  insure  indefinite  delay,  then  it  is  not  preferable.  If  the  advantages  and  disadvantages  are 
closely  balanced,  I  expect  you  to  say  so.  I  desire  also  to  know  whether,  if  you  recommend  a  high-level  multilock 
canal,  it  will  be  possible  after  it  is  completed  to  turn  it  into  or  to  substitute  for  it,  in  time,  a  sea-level  canal  without 
interrupting  the  traffic  upon  it.     Two  of  the  prime  considerations  to  be  kept  steadily  in  mind  are — 

(1)  The  utmost  practicable  speed  of  construction; 

(2)  Practical  certainty  that  the  plan  proposed  will  be  feasible — that  it  can  be  carried  out  with  the  mini- 
mum risk. 

The  quantity  of  work  and  the  amount  of  work  should  be  minimized  so  far  as  is  possible. 

There  may  be  good  reason  why  the  delay  incident  to  the  adoption  of  a  plan  for  an  ideal  canal  should  be  incurred; 
but  if  there  is  not,  then  I  hope  to  see  the  canal  constructed  on  a  system  which  will  bring  to  the  nearest  possible  date 
in  the  future  the  time  when  it  is  practicable  to  take  the  first  ship  across  the  Isthmus;  that  is,  which  will  in  the  short- 
est time  possible  secure  a  Panama  waterway  between  the  oceans  of  such  a  character  as  to  guarantee  permanent  and 
ample  communication  for  the  greatest  ships  of  our  Navy  and  for  the  largest  steamers  on  either  the  Atlantic  or  the 
Pacific.  The  delay  in  transit  of  the  vessels  owing  to  additional  locks  would  be  of  small  consequence  when  compared 
with  shortening  the  time  for  the  construction  of  the  canal  or  diminishing  the  risks  in  the  construction. 

In  short,  I  desire  your  best  judgment  on  all  the  various  questions  to  be  considered  in  choosing  among  the  various 
plans  for  a  comparatively  high-level  multilock  canal,  for  a  lower-level  canal  with  fewer  locks,  and  for  a  sea-level 
canal.  Finally,  I  urge  upon  you  the  necessity  of  as  great  expedition  in  coming  to  a  decision  as  is  compatible  with 
thoroughness  in  considering  the  conditions. 

On  September  27  the  Board  visited  the  Wachusett  dam  and  other  works  in  Massachusetts 
constructed  by  the  Metropolitan  Water  and  Sewerage  Board,  and  on  September  28  sailed  for  the 
Isthmus,  where  the  work  already  done  and  in  progress  was  thoroughly  in,spected  and  the  condi- 
tions affecting  the  type  of  canal  and  future  construction  examined  and  considered. 

Messrs.  P.  Bunau-Varilla  and  Lindon  W.  Bates,  who,  through  the  Isthmian  Canal  Commis- 
sion, had  submitted  projects  for  canals,  appeared  before  the  Board  and  further  illustrated  their 
projects  by  oral  explanations.  The  explanations,  subsequently  revised  by  the  authors,  appear  in 
an  appropriate  place  in  the  appendix  to  this  report.     (Appendixes  F  and  G.) 

The  Board  invited  Mr.  John  F.  Wallace,  who  had  acted  as  chief  engineer  to  the  Commission 
from  June  9,  1904-,  to  June  30,  1905,  to  appear  before  the  Board  and  give  it  the  benefit  of  his 
experience  and  study.  This  invitation  was  accepted  by  Mr.  Wallace,  and  his  communications, 
V)oth  written  and  oral,  are  given  in  full  in  Appendix  J.  These  communications  are  of  great 
value  as  embodying  the  residts  of  the  longest  continuous  study  b}'  one  man  since  the  taking- 
over  of  the  work  by  the  Government,  and  consideration  of  them  is  therefore  invited. 

While  on  the  Isthmus  the  Board  invited  Mr.  John  F.  Stevens,  the  present  chief  engineer 
to  the  Commission,  to  appear  before  the  Board  and  aid  it  with  such  information  as  he  had  or  such 


REPORT    OF    BOAED    OF    CONSULTING   KNGINEEES,  PANAMA   CANAIj.  11 

suggestions  as  he  might  tare  to  offer.  His  testimony  is  given  in  full  in  Appendix  J,  wherein 
it  is  stated  that  since  he  had  been  connected  with  the  worli  onlj'  two  months,  during  which  time 
his  whole  attention  had  been  given  to  matters  of  organization,  he  liad  given  no  consideration  to 
the  cost  or  type  of  ciuial.  and  therefore  had  no  advice  to  offer.  Mr.  Stevens  gave  all  the  infor- 
mation he  had  at  hand. 

There  also  appeared  before  the  Board  while  on  the  Isthmus,  or  subsequently  at  Washington, 
Messrs.  Dauchj',  ]\Ialtbv,  and  Dose,  division  engineers,  and  Mr.  Bertoncini,  expert  draftsman 
in  charge  of  the  P'rench  engineering  records  on  the  Isthmus,  and  their  remarks  are  attached 
hereto  (Appendix  J).  Col.  W.  C.  Gorgas,  IT.  S.  Army,  chief  sanitary  officer,  gave  the  members 
of  the  Board  the  benefit  of  his  great  experience  with  tropical  diseases,  especially  those  most  to 
be  feared  at  Panama. 

After  the  return  from  the  Isthmus  and  the  receipt  of  the  additional  information  asked  for 
by  the  Board,  the  question  of  the  type  of  canal  to  be  recommended,  the  character  and  size  of  the 
channels,  locks,  harbors,  and  other  works,  and  the  cost  of  the  same,  both  in  time  and  money, 
were  considered  by  the  Board. 

As  a  basis  for  all  plans  the  Board  resolved  by  eleven  aflii'mative  and  two  negative  votes  that 
locks  should  have  as  minimum  usable  dimensions  a  length  of  1,0()0  feet,  a  width  of  10()  feet,  and 
a  depth  of  40  feet.  The  two  members  voting  in  the  negati\e  were  Messrs.  Noble  and  Riple}'. 
The  Board  also  decided  unanimously  that  in  order  to  make  its  estimates  comparable  in  respect  to 
totals  with  the  estimates  of  previous  commissions  there  should  be  added  to  the  estimated  cost  of 
construction  an  allowance  of  20  per  cent  to  cover  administration,  engineering,  and  contingen- 
cies; but  exclusive  of  interest  during  construction,  sanitation,  expense  of  Zone  government,  and 
collateral  costs.  The  Board  also  decided  not  to  attempt  to  make  any  estimate  of  cost  of  the 
lands  to  be  flooded  by  the  canal  or  lakes  in  connection  therewith,  on  account  of  the  impossibility 
of  procuring  any  reliable  data  upon  which  to  base  such  estimates.  The  Board  wishes  to  point 
out,  however,  the  possibility  of  such  cost  assuming  large  proportions,  especially  if  lands  near 
the  terminal  cities  or  lands  including  the  larger  interior  villages  should  be  required. 

The  Committee  on  Sea-Level  Canal  submitted  a  project  for  a  canal,  a  description  of  which  is 
given  in  full  in  another  part  of  this  report,  from  which  it  will  be  seen  that  in  accordance  with 
the  instructions  of  Congress  that  the  canal  "  shall  afford  convenient  passage  for  vessels  of  the 
largest  tonnage  and  greatest  draft  now  in  use  and  such  as  may  be  reasonably  anticipated,"  the 
committee  reconmiend  a  canal  whose  dimensions,  both  as  to  width  and  depth  and  consecjuent 
cost,  exceed  similar  dimensions  heretofore  recommended  by  other  commissions. 

The  Committee  on  Lock  Canal  submitted  four  projects  to  the  Board: 

Project  No.  1  contemplates  a  summit  level  at  elevation  85  feet,  to  be  maintained  by  a  flight 
of  three  locks  at  Gatun  on  the  Atlantic  side,  and  with  one  lock  at  Pedro  Miguel  and  two  locks 
in  flight  at  Sosa  Hill  adjoining  La  Boca  pier  on  the  Pacific  side,  the  estimated  cost  of  which  is 
$141,236,000. 

Project  No.  2  is  the  same  as  No.  1,  except  that  on  the  Pacific  side  there  are  two  locks  in  flight 
at  Pedro  Miguel  and  one  at  Miraflores  rather  than  at  Sosa.  The  estimated  cost  of  this  project  is 
$148,272,000. 

Project  No.  3  is  based  on  an  elevation  at  summit  level  of  (30  feet,  maintained  on  the  Atlantic 
side  hj'  a  flight  of  two  locks  at  Gatun  and  on  the  Pacific  side  with  a  single  lock  at  Pedro  Miguel 
and  another  at  Miraflores.  For  the  purpose  of  control  of  the  Chagres  River  and  to  furnish  a 
water  supply  there  is  included  a  dam  at  Gamboa.  The  total  estimated  cost  of  this  project  is 
$171,190,000. 

Project  No.  4  proposes  a  summit  level  at  elev^ation  60  feet,  to  be  maintained  by  a  dam  with 
single  locks  at  Gatun  and  Bohio  on  the  Atlantic  side,  and  with  single  locks  at  Pedro  Miguel  and 
Miraflores  on  the  Pacific  side,  with  a  dam  at  Alhajuela,  at  a  total  estimated  cost  of  $175,929,720. 

All  elevations  are  stated  with  reference  to  mean  sea  level. 

These  four  estimates  include  20  per  cent  for  contingencies. 

It  is  well  to  note  that  in  each  of  the  above  projects  the  proposed  terminus  of  the  canal  near 
Panama  differs  from  the  terminus  proposed  in  the  sea-level  plan,  and  is  in  each  case  less 
convenient. 


12  REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL. 

In  the  above  estimates  no  allowance  is  made  for  the  value  of  lands  oxerflowed  by  the  lakes 
to  be  formed  bj^  the  proposed  dams  at  Gatun,  Bohio,  La  Boca,  Gamboa,  or  Alhajuela.  On  the 
other  hand  the  estimates  do  include  duplicate  lock.s  at  all  places,  whether  single  or  in  flights  of 
two  or  three.  In  submitting  these  projects  to  the  Board  the  committee  stated  that  it  made  no 
recommendations,  the  committee  having  been  divided  in  its  preferences.  In  a  separate  report, 
given  elsewhere  in  detail  (Appendix  P),  the  committee  agree  as  to  the  impracticability  of  con- 
verting a  lock  canal  to  one  at  sea  level,  ia  the  immediate  future,  on  account  of  the  difficulty  and 
danger  of  the  opei'ation  and  of  the  excessive  cost.     This  view  was  concurred  in  by  the  Board. 

After  considering  the  four  types  of  lock  plans  submitted  by  the  committee,  the  Board 
determined,  by  a  vote  of  eight  to  five,  to  adopt,  for  comparison  with  a  sea-level  canal,  a  canal 
the  summit  level  of  which  should  be  at  elevation  60  feet,  the  vote  in  the  affirmative  being  Messrs. 
Hunter,  Welcker,  Guerard,  Tincauzer,  Abbot,  Burr,  Parsons,  and  Davis,  and  in  the  negative 
Messrs.  Ripley,  Randolph,  Stearns,  Quellennec,  and  Nol)le.  The  Board  decided  that  on  the 
Pacific  side  there  should  be  one  lock  at  Sosa  and  one  at  Pedro  Miguel;  on  the  Atlantic  side 
that  there  should  be  one  lock  at  Gatun  and  one  at  Bohio,  all  in  duplicate;  and  that  there 
should  be  a  dam  for  the  regulation  of  the  Chagres  at  Gamboa  identical  with  that  proposed 
for  a  sea-level  canal.  This  plan  is  attached  to  and  described  in  another  portion  of  this  report 
(p.  35).  It  is  to  be  noted,  however,  that  this  plan,  like  the  plans  submitted  ])y  the  Lock- Canal 
Committee,  is  not  the  most  feasible  which  could  be  devised  for  subsequent  conversion  to  sea 
level,  the  Board  believing  that  such  conversion  would  probably  not  be  carried  out.  A  motion  to 
adopt  such  a  type  of  lock  canal  by  placing  the  locks  immediately  next  to  the  continental  divide, 
probably  near  Obispo  on  the  Atlantic  side  and  at  Miratiores  on  the  Pacific,  with  the  canal 
constructed  at  sea  level  between  such  locks  and  the  oceans,  was  defeated. 

In  regard  to  the  question  of  time  required  to  construc-t  these  two  proposed  canals,  the  Board 
resolved  by  a  vote  of  seven  (Messrs.  Hunter,  Welcker,  Guerard,  Tincauzer,  Burr,  Parsons,  and 
Davis)  to  six  (Messrs.  Ripley,  Randolph,  Stearns,  Quellennec,  Abbot,  and  Noble) — 

That  the  Board  declare  in  its  report  that  the  time  of  finishing  the  sea-level  canal  depends  on  many  contingen- 
cies that  can  not  be  definitely  estimated  in  time;  that  under  efficient  management  and  not  seriously  affected  by 
extraordinary  and  unforeseen  difliculties,  political  obstructions,  or  bad  sanitation  it  may  be  regarded  as  feasible  to  com- 
plete the  work  in  about  twelve  or  thirteen  years;  that  adverse  conditions  may  lengthen  that  period,  while  favorable 
circumstances  and  continuous  fii-st-class  direction  may  make  it  possible  to  shorten  that  period  by  one  or  two  years. 

It  was  unanimously  resolved  in  language  similar  to  the  resolution  in  connection  with  the 
sea-level  canal  that  the  canal  with  locks  on  the  plan  prepared  by  the  Board  may  be  constructed 
in  the  period  of  ten  to  eleven  years. 

The  Board  having  adopted  a  type  of  sea-level  canal  and  a  type  of  canal  with  locks  as  seemed 
most  suitable  under  all  conditions  involved,  and  having  decided  that  it  was  not  expedient  to 
adopt  any  of  the  plans  which  had  been  submitted  or  proposed  to  the  Board,  the  following  resolu- 
tion was  moved  and  adopted  by  a  vote  of  eight  to  five,  those  voting  in  the  affirmative  being 
Messrs.  Davis,  Parsons,  Burr,  Hunter,  Guerard,  Quellennec,  Tincauzer,  and  Welcker,  and  those 
in  the  negative  being  Messrs.  Abbot,  Noble,  Stearns,  Randolph,  and  Ripley: 

Whereas  in  the  judgment  of  this  Board,  a  sea-level  canal  is  feasible,  following  a  line  with  dimensions  and  such 
arrangements  that  the  transit  between  the  two  oceans  shall  be  secured  in  a  permanent  manner  for  all  time  under  the 
best  conditions  for  navigation  and  safety,  for  vessels  of  the  largest  tonnage  and  greatest  draft  now  in  use,  or  such  as 
may  be  reasonably  anticipated:  Therefore 

Resolved,  That  the  Board  adopt  and  recommend  to  the  President  of  the  United  States  the  plan  of  a  sea-level 
canal  with  a  depth  of  40  feet,  a  width  in  rock  of  200  feet,  a  minimum  bottom  width  in  earth  of  150  feet,  with  a  double 
tidal  lock  at  Ancon  whose  usable  dimensions  shall  be  1,000  feet  in  length  and  100  feet  in  width,  and  with  a  dam  at 
Gamboa  for  the  control  of  the  Chagres  River. 

■  The  remarks  by  members  explaining  their  votes  on  this  resolution  are  given  in  the  minutes 
of  proceedings.     (See  Appendix  A,  twenty-fifth  meeting.) 

In  accordance  with  the  sense  of  this  decision,  the  Board  submits  herewith  a  general  plan  for 
a  sea-level  canal  and  recommends  the  same  for  adoption. 


REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CAN,\L.  13 

PHYSICAL  CHARACTERISTICS  OF  THE  PANAMA  ROUTE. 

The  fombiiiation  of  a  very  narrow  isthmus  with  low  suniniit  is  found  at  Panama.  The 
route  practicable  for  a  canal  thci'e  is  not  half  as  long  as  the  Suez  Canal.  The  portion  of  this 
route  that  is  hig-her  than  the  highest  cutting  at  Suez  is  about  seven  miles  in  extent. 

The  drainage  of  the  Isthmus  throughout  about  three-fourths  of  its  width  is  etiected  through 
the  Chagres  Eiver  and  its  tributaries  to  the  Caribbean,  and  of  the  remaining  one-fourth  through 
the  Rio  Grande  to  the  Pacific.  The  proposed  Pacific  terminus  is  about  20  miles  farther  east  than 
the  Caribbean  terminus,  for  at  the  Panama  Isthmus  the  trend  of  the  two  coasts,  there  approxi- 
matelj'  parallel,  is  about  east  and  west. 

The  drainage  to  the  Pacific  is  now  effected  through  the  Rio  Cxrande.  a  small  stream  dis- 
chai'ging  into  Panama  Bay  to  the  west  of  Sosa  Hill  and  about  two  miles  west  of  the  city  of  Panama. 

The  tidal  oscillation  in  Limon  Bay,  the  initial  point  of  the  canal  route,  is  about  two  feet, 
while  at  Panama  it  is  aliout  20  feet.  The  harbors  are  not  naturally  good,  but  they  have  been 
made  to  sutfice  for  the  limited  traffic  seeking  this  route. 

The  geologic  features  of  the  Isthuius  are  very  well  described  by  two  eminent  French 
.scientists,  a  translation  of  whose  report  on  this  subject,  together  with  the  deductions  from  the 
existing  facts  as  affecting  proposed  engineering  operations,  and  especially  the  stability  of  the 
banks  of  the  channel  and  slopes,  are  very  lucidly  set  forth  in  a  paper  which  will  be  found  in 
Appendix  B,  while  climatic  conditions  are  treated  in  the  section  of  this  report  which  is  devoted 
to  this  important  subject. 

As  before  .stated,  the  drainage  toward  the  Atlantic  is  naturally  effected  through  the  Chagres, 
the  canal  line  bj'  all  plans  being  located  in  the  immediate  valley  of  that  stream  for  about  21 
miles.  One  of  its  tributaries,  the  Obispo,  drains  the  extension  of  the  canal  line  for  about  five 
miles  toward  the  Culebra  summit.  The  Chagres  is  a  torrential  stream,  and  drains  a  basin  of  an 
estimated  total  area  of  about  1,200  square  miles,  about  half  of  which  is  above  the  point  where 
the  proposed  canal  line  leaves  the  river.  Its  sources  are  in  the  San  Bias  Mountains  to  the 
northeast.  The  course  of  the  Chagres  is,  in  a  general  wa^-,  parallel  to  the  Caribbean  coast  as 
far  as  the  mouth  of  the  Obispo,  where  it  turns  to  the  northward  and  follows  a  somewhat 
tortuous  but  on  the  whole  fairly  direct  course  to  the  Atlantic  rim  of  its  upper  l)asin  at  Bohio, 
about  13  miles  below  the  moutii  of  the  Obispo.  At  Gatun,  about  10  miles  below  Bohio,  following 
the  general  course  of  the  valley,  the  direct  distance  to  the  Atlantic  at  the  head  of  Limon  Bay 
is  only  three  miles,  but  the  river  deviates  to  the  westward,  and  after  a  further  course  of  about 
seven  miles,  passing  to  the  west  of  Limon  Bay,  discharges  into  the  sea  at  the  old  village  of 
Chagres,  about  five- miles  west  of  Point  Toro. 

Above  Bohio  the  Chagres  Valley  is  undulating  or  hilly,  the  declivities  becoming  steeper 
toward  the  sources  of  the  river,  where  the  country  is  mountainous.  At  Alhajuela,  about  eight 
miles  in  a  direct  line  above  the  mouth  of  the  Obispo,  the  low-water  surface  of  the  river  is  about 
95  feet  above  sea  level,  and  at  the  mouth  of  the  Obispo  45  feet;  but  at  Bohio,  13  miles  farther 
down,  it  is  practically  at  sea  level.  From  Bohio  to  the  sea  the  surface  of  the  ground  for 
considerable  areas  in  the  vicinity  of  the  river  is  but  little  above  sea  level.  In  this  low  region 
the  Chagres  receives  several  tributaries,  of  which  the  Gatun  from  the  eastward  and  the  Trinidad 
from  the  westward  are  of  considerable  size. 

There  are  several  notable  topographic  features  of  the  Chagres  Valle\-  which  have  a  very 
important  bearing  upon  the  canal  problem.  In  the  upper  courses  of  the  stream  and  its  tribu- 
taries the  bottom  in  the  waterway  is  the  original  rock  formation,  and  the  channel  is  strewn  with 
bowlders,  pebbles,  and  sand  which  have  been  loosened  bv  erosion.  Borings  have  been  made  in  this 
valley  at  several  points  from  Alhajuela  to  Gatun,  with  a  view  of  determining  the  character  of  the 
earth  and  depth  to  rock.  It  is  found  that  at  Alhajuela  theie  is  a  depth  of  about  29  feet  of  gravel 
overlying  the  rock  in  midstream.  The  rock  outcroppings  in  the  bluff'  appears  to  be  of  a  firm  and 
homogeneous  structure,  of  volcanic  origin.  At  this  point  the  hills  on  either  side  contract  the 
valley  in  a  marked  degree.     At  (Jamboa.  which  is  just  above  the  junction  of  the  Obispo,  the 


14  REPORT    OF   BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

gravel  covering  of  the  rock  bed  is  about  50  feet  in  depth.  At  San  Pablo  the  bed  of  gravel,  sand, 
etc..  is  about  90  feet  in  thickness;  at  Buena  Vista  it  is  over  139  feet  below  sea  level  to  rock, 
and  a  little  farther  downstream,  142  feet;  at  Bohio  the  rook  is  168  feet  below  tide  level,  and  the 
drills  penetrated  wood  at  various  depths  to  150  feet.  At  Gatun,  the  depth  to  what  in  this  report 
is  sometimes  classed  as  rock — an  indurated  sandj  clay — is  258  feet  in  the  deepest  place,  and  at 
another,  on  the  same  section,  the  depth  of  the  sand,  clay,  gravel,  etc.,  is  about  2-1-0  feet.  Here 
also  buried  wood  was  brought  up  by  the  drills. 

It  seems,  therefore,  to  be  certain  that  what  may  be  called  the  geological  valley  of  the 
Chagres — that  is  to  say,  the  rock  bottom  of  that  stream — is  represented  by  a  deep  groove  or 
channel,  now  entirely  or  partly  filled  by  the  products  of  erosion  and  drift.  If  there  has  been 
a  regional  subsidence  of  the  Isthmus,  which  the  geologists  suggest  as  possible,  it  may  be  that 
the  ancient  Chagres  discharged  into  the  sea  through  an  ancient  valley,  which,  with  the  land 
adjacent  thereto,  was  some  300  feet  higher  in  relation  to  the  ocean  than  the  present  valley.  The 
rock  penetrated  at  Bohio  and  above,  also  that  showing  in  the  river  banks  and  outcropping  in 
neighboring  hillsides,  is  all  volcanic  and  much  denser  than  the  so-called  rock  at  Gatun. 

The  Obispo  flows  over  a  rocky  bed  in  a  part  of  its  lower  course  and  at  one  point  there  is  a 
natural  cascade  of  a  few  meters  over  a  rock  shelf.  The  general  surface  on  the  upper  course  of 
the  Obispo  is  more  nearly  level,  with  hills  rising  in  its  di'ainage  basin  and  on  its  margins  to  the 
height  of  from  100  to  1,000  feet  above  the  general  surface.  The  general  aspect  of  the  central 
isthmus  is  one  of  great  irregularity — the  hills  are  numerous  and  have  very  steep  slopes,  while  the 
valleys  are  narrow.  Culebra  is  one  of  these  hills,  its  summit  being  some  700  feet  above  the  sea. 
The  geologists  suggest  that  the  drainage  area  of  the  upper  Obispo  was  once  a  lake  of  consider- 
able size,  for  within  this  area  are  found  a  few  sedimentary  rocks  containing  fossils,  also  calcareous 
and  carboniferous  deposits,  but  the  greater  part  of  the  material  is  of  volcanic  origin,  the  central 
masses  of  the  hills  containing  hard  volcanic  rock  and  dikes  of  basalt. 

Between,  above,  and  l)elow  these  hard-rock  masses  are  softer  rock  and  dark,  indurated  clay, 
while  the  upper  covering  of  the  superficies  is  composed  of  the  same  volcanic  material,  but  much 
changed  by  exposure  to  the  weather,  and  where  cut  through,  as  it  is  b}'  the  canal  excavation  all  the 
way  for  seven  miles  through  the  dividing  ridge,  the  covering  is  seen  as  a  red  clay,  occasionally 
containing  bowlders,  having  a  varying  thickness  to  30  feet  and  at  one  place  to  more  than  40  feet, 
))ut  generally  its  thickness  is  but  10  to  20  feet.  It  is  in  this  top  lawyer  of  reddish  clay  that  all 
the  larger  slides  have  taken  place. 

Toward  the  Pacific  the  slope  is,  for  half  the  distance  to  the  bay,  much  more  rapid  than  in  the 
Chagres  Valley,  but  the  physical  characteristics  are  similar.  The  Kio  Grande  Valley,  through 
nearly  half  its  length,  is  a  tidal  estuary  filled  and  emptied  twice  daily  b}^  the  tides.  The  same  or 
a  similar  rock  to  that  showing  in  the  upper  Chagres  Valley  is  the  prevailing  rock  in  the  Rio 
Grande  region,  with  but  a  few  feet  of  earth  covering.  At  Pedro  Miguel  and  Miratiores  the  rock 
is  near  the  surface.  Near  Panama  are  two  isolated  hills  of  considerable  height  showing  volcanic 
rock  outcrops  of  a  very  much  denser  character  than  any  other  on  the  Isthmus. 

The  facts  being  as  stated,  it  follows  that  the  streams  draining  the  isthmian  region  have  a 
much  more  permanent  regimen  in  their  upper  courses  than  nearer  the  sea.  The  rock  near  the 
surface  a  few  miles  from  the  oceans  is  conveniently  situated  for  foundations  for  locks,  dams, 
etc.,  and  is  sufficiently  dense  to  make  good  concrete  material,  while  sand  suitable  for  use  in 
masonry  structures  is  found  in  great  abundance  on  the  beaches  of  Panama  Bay,  and  probably 
that  found  in  some  of  the  gravel  beds  in  the  Charges  will  also  be  suitable  for  the  same  purposes. 

The  hill  and  mountain  slopes  are  covered  with  a  tropical  jungle,  but  there  is  no  good  timber 
for  construction  purposes  found  on  the  Isthmus  near  the  railway. 

CLIMATE. 

The  climate  of  any  locality  is  determined  b}'  certain  influences,  the  principal  of  which  are 
latitude,  altitude,  proximity  of  oceans,  high  mountain  ranges,  humidity,  and  rainfall. 

A  detailed  description  of  the  climate  of  the  American  Isthmus  is  quite  unnecessary,  for  it  is 
well  known,  but  its  adaptability  as  a  residence  for  human  l)eings  employed  in  manual  laljor  or 


KBPOBT    OF   BOABD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 


15 


in  a  supervisory  capacity  is  not  generally  very  well  understood.  The  state  of  the  atmosphere 
respecting  heat  and  moisture  and  meteorological  conditions  generally  has  a  veiy  important 
influence  upon  the  health  and  contentment  of  the  inhabitants. 

That  tliis  question  of  climate  has  a  very  important  bearing  on  the  canal  problem  is  acknowl- 
edged by  all  who  have  carried  on  engineering  works  in  tropical  countries  and  bv  those  who  are 
familiar  with  the  history  of  such  operations. 

Temperatures  at  the  Isthmus  as  low  as  72-  or  as  high  as  98  are  unusual.  It  is  correct  to 
say  that  the  average  daily  range  of  the  thermometer  is  from  75  to  84'-.  The  highest  recoi'ded 
temperature  in  the  Chagres  Valley  is  97"-  and  the  lowest  64- .  The  number  of  days  in  the  year 
when  the  heat  at  night  is  less  than  75-  and  greater  by  day  than  84-  are  very  few.  In  othei' 
words,  the  daily  range  in  temperature  is  only  about  10-,  with  little  variation  between  summer 
and  winter,  wet  and  dry  seasons.  But  the  atmosphere  is  generally  quite  damp,  i-anging  in 
relative  humidity  from  8()  per  cent  in  the  dry  .-iCason  to  87  per  cent  in  the  rainy  season.  With 
a  temperature  of  approximately  80  and  a  relatively  high  humidity  the  air  is  damp  and  muggy, 
and  therefore  exhausting  and  oppressive  to  the  white  race  unaccustomed  to  tropical  conditions. 
These  conditions  are  common  to  many  tropical  regions  near  the  sea  level. 

The  rainfall  on  the  Isthmus  is  greater  than  in  some  parts  of  the  tropiis  and  much  less  than 
in  others,  the  annual  precipitation  varying  from  about  140  inches  at  Colon  and  the  lower  ("hagres 
Valley  to  95  inches  in  the  interior  and  to  about  7o  inches  on  the  Pacific  side.  But  the  precipitation 
is  very  unequally  distributed  throughout  the  year.  During  the  four  dry  months — January, 
February',  March,  and  April — and  the  eight  wet  months  the  average  monthly  lainfall  and  the 
average  vearlv  total  are  a.s  follows: 


Dry  season 

Rainy  season  . 
Total  for  year. 


AHantic 
side  and 
Chagres 
Valley. 


15.3 
137.2 


Inches. 
1..56 
11.08 
94.87 


Panama, 
Naos.and 
La  Boca. 


Inches. 
1.74 


These  data  are  the  result  of  observations  covering  a  period  of  33  j'ears  at  Colon,  21  jears  at 
Gamboa,  and  from  3  to  10  years  at  the  points  on  Panama  Ba\'.  The  heaviest  rainfall  in  any  one 
month  was  20.9  inches  at  Colon. 

The  number  of  days  given  in  each  year  from  1889  to  1904  during  which  there  was  some  fall 
of  rain  was,  at  Colon,  196;  Bohio,  246;  Alhajuela,  198;  Gamboa,  190;  La  Boca,  141;  but  on  many 
of  these  days  the  fall  at  all  points  was  veiy  slight. 

It  is  well  known  that  high  winds  having  the  character  of  hurricanes  are  very  rare  at  the 
Panama  Isthmus.  Northers  occur  at  rare  intervals  in  the  Caribbean.  One  or  two  of  considerable 
violence  have  at  times  been  felt  in  a  year  at  Colon.  Sometimes  a  whole  year  passes  without  a 
wind  of  greater  velocity  than  a  strong  breeze;  on  the  other  hand,  northers  have  occurred  in 
which  the  wind  velocity  has  reached  50  miles  an  hour,  but  there  have  been  no  accurate  measure- 
ments made  of  these  storms.     The.se  blows  are  never  felt  in  the  interior  or  on  the  Pacific  side. 

The  observed  monthly  mean  velocitj-  of  the  wind  at  Colon  from  October,  1898,  to  Ma\\ 
1899,  varied  from  five  to  eight  miles  per  hour,  the  maximum  nionthl}-  mean  observed  being- 
eight  and  one-half  miles,  while  the  strongest  observed  on  any  day  in  eight  months  was  24  miles. 
There  is  generally  a  pleasant  breeze  eveiy  day  from  a  northerly  quarter,  and  this  applies 
throughout  the  Isthmus.  At  Panama  there  is  no  record  of  a  severe  storm  of  any  kind,  and 
the  winds  are  generall}'  from  the  north  and  offshore. 

A  member  of  the  Board,  who  since  1898  has  resided  nearly  six  years  in  the  tropics,  one 
year  of  which  was  spent  at  Panama,  stated  that  he  had  observed  no  marked  difference  between 
the  climate  of  Panama  and  that  of  other  tropical  countries. 


Ig  REPOBT   OF    BOABD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

SANITATION  AND  HYGIENE. 

The  Isthmus  of  Panama  was  not  well  known  to  the  inhabitants  of  the  United  States  until  it 
became  a  favorite  route  of  travel  for  the  California  immigration  after  the  discovery  of  gold  in  the 
Sacramento  Valley  in  1848.  Since  then  this  route  has  been  much  used,  not  only  by  Americans 
but  by  Europeans  and  the  inhabitants  of  the  west  coast  of  Central  and  South  America. 

After  the  gold  discovery  lines  of  steamers  and  .sailing  vessels  on  both  oceans  conveyed  trav- 
elers to  and  from  the  Isthmus,  the  transit  at  first  being  effected  by  canoes  on  the  Chagres  River 
in  connection  with  riding  and  pack  animals  between  that  stream  and  Panama  Bay.  The  transfer 
from  the  Caribbean  to  the  Pacific  occupied  from  live  to  ten  days,  and  very  often  much  exposure 
and  suffering  resulted.  In  the  light  of  present  knowledge  respecting  the  cause  of  yellow  and 
malarial  fevers  it  is  not  surprising  that  sickness  and  mortality  were  experienced  among  those 
who  traversed  the  Isthmus  in  those  early  days.  What  has  been  called  Chagres  fever  is  now 
recognized  as  a  malignant  type  of  intermittent  fever,  otherwise  known  as  malaria,  which,  as  well 
as  yellow  fever,  is  believed  by  sanitarians  to  be  communicated  to  man  only  by  certain  species  of 
mosquitoes. 

What  the  extent  of  the  mortality  among  those  early  travelers  was  we  do  not  know,  but 
judging  from  what  history  records  respecting  the  frightful  losses  among  the  French  and  English 
troops  serving  in  the  West  Indies  during  the  eighteenth  and  first  half  of  the  nineteenth  centuries, 
particularly  in  Santo  Domingo,  Cuba,  Nicaragua,  and  the  Lesser  Antilles,  we  can  very  well 
believe  that  the  suffering  on  the  Isthmus  in  the  early  days  was  very  great,  for  the  emigrants 
hurrying  to  California  were  but  ill  provided  against  hardships,  were  ignorant  of  the  conditions, 
and  were  not  controlled  or  governed  by  any  constituted  authority. 

The  construction  of  the  Panama  Railroad  was  undertaken  in  f  8.50,  but  the  promoters  of  that 
enterprise  understood  local  health  conditions  no  better  than  did  those  who  had  preceded  them. 
Workmen  from  the  United  States  who  were  entirely  unacclimatized  were  employed  in  large 
numbers  and  many  succumbed  to  the  local  fevers,  others  to  exposure  and  diseases  due  to  intemper- 
ance and  disorderly  living.  The  road  was  open  throughout  its  45  miles  in  1855,  and  thereafter 
the  California  immigration  was  spared  the  difficult  canoe  navigation  of  the  Chagres  and  the  land 
journey  tjetween  Cruces  and  Panama. 

It  has  been  often  stated  that  the  mortality  among  the  railroad  workmen  reached  an  aggre- 
gate which  equaled  in  numbers  the  cross-ties  used  in  the  railway  roadbed— that  is  to  say,  150.000— 
but  the  chief  engineer  of  that  road,  the  late  Col.  George  M.  Totten,  stated  repeatedly  that  the 
total  number  of  persons  employed  in  l)uilding  the  road  never  exceeded  7,000  at  any  one  time, 
and  that  the  number  of  laborers  and  workmen  who  died  in  the  whole  five  years  did  not  exceed 
1,200  in  all. 

To  what  extent  yellow  fever  figured  in  those  .statistics  is  not  known,  but  as  this  disease  was 
then  prevalent  throughout  the  American  tropics  and  warmer  temperate  latitudes  there  is  little 
doubt  that  it  was  one  of  the  principal  causes  of  sickness.  There  is  no  doubt  whatever  that 
malarial  fevers  of  all  types— intermittent,  malignant,  and  pernicious— were  prevalent. 

From  1855,  the  date  of  opening  the  all-rail  route  across  the  Isthmus,  to  1881,  when  work 
was  begun  on  the  Panama  Canal,  the  transit  was  used  for  transferring  travelers,  freight,  mails, 
etc.,  between  the  Atlantic  and  Pacific  oceans,  and  neai-ly  all  the  superior  employees  of  the 
corporation  were  Americans,  but  the  annals  of  the  Isthmus  give  us  very  little  information 
respecting  health  conditions.  We  know  that  during  this  quarter  of  a  century  some  hundreds  of 
thousands  of  travelers  used  the  transit,  and  many  hundreds  of  citizens  of  the  United  States  were 
employed  by  the  company  in  operating  its  road.  Some  of  the.se  men  remained  on  the  Isthmus 
ten  or  twenty  or  more  years  and  enjoyed  good  health.  At  the  time  the  United  States  took  over 
the  Panama  Canal  there  was  a  very  considerable  number  of  Americans  employed  on  that  road, 
who  continued  strong  and  vigorous  when  they  observed  ordinary  sanitary  rules.  Of  course  they 
were  well  sheltered,  their  food  was  adequate  and  suitable,  and  medical  attention  and  hospital 
treatment,  with  medicines,  were  available. 


REPORT    OF   BOARD    OF    CONSULTING   ENGINEERS^  PANAMA    CANAL.  17 

Work  on  the  canal  was  begun  in  1S81.  In  1882  the  force  emploj-ed  was  1,910,  and  in  1884 
the  average  number  for  the  year  was  17,615,  although  the  maximum  was  19,213,  in  October. 
The  aggregate  of  the  numbers  of  those  reported  vearlj^  as  employed  in  the  whole  period  is 
86,812,  or  an  average  of  10,881  per  year.  By  computation  it  is  found  that  the  total  number 
treated  for  sickness  during  the  eight  years  was  52,81-4.  It  is  also  found  by  reference  to  Tables 
1  and  2,  recently  compiled  (see  Appendix  O),  that  the  number  of  deaths  of  employees  in  the 
same  period  was  5,627,  showing  a  rate  of  mortality  among  the  sick  of  10.62  per  cent,  and  among 
the  employed  of  6.18  per  cent.  These  important  data,  together  with  the  recently  compiled 
statistics  for  the  citj'  of  Panama  never  yet  published,  are  a  very  valuable  contribution  to  our 
knowledge  of  the  health  conditions  as  they  formerly  existed  on  the  Isthmus,  not  only  during  the 
activity  of  the  old  company  but  also  for  the  years  which  have  since  elapsed,  for  the  system  of 
recording  vital  statistics  instituted  in  1881  has  been  continued  to  date. 

The  methods  adopted  by  the  health  authorities  on  the  Isthmus  twenty  j'ears  ago  for  com- 
bating tropical  diseases  which  caused  great  sickness  and  mortalitj^  were  such  as  were  deemed  most 
effective  by  the  sanitarians  of  the  period.  The  French  company  erected  fine  hospitals  of  large 
capacity,  with  up-to-date  equipment,  and  their  physicians  and  nursing  force  were  competent  and 
efficient,  but  modern  methods  for  preventing  sickness  were  then  unknown.  The  old  com- 
pany, a  private  corporation,  had  no  power  to  compel  observance  of  health  ordinances  by  the 
resident  population,  or  by  their  own  employees.  The  local  authorities  and  permanent  resi- 
dents of  the  Isthmus  were  immune  to  yellow  fever,  and  the  people  and  municipal  authorities 
were  indifferent.  Yellow  fever  was  believed  to  be  due  to  a  poison,  ever  present,  to  which  a 
certain  proportion  of  newcomers,  especially  Europeans,  was  expected  to  succumb,  as  they  had 
always  done.  It  was  believed  that  the  disease  was  contagious  and  that  the  malady  was  trans- 
mitted by  personal  contact  with  the  sick  or  their  excreta,  and  the  preventive  measures  employed 
to  protect  the  new  arrivals  consisted  of  attempts  at  isolation  of  the  sick,  as  is  now  done  with 
those  afflicted  with  smallpox. 

Malaria  was  believed  to  be  caused  by  a  miasma  exhaled  from  the  soil  or  by  decaying  vegeta- 
tion, and  it  was  accepted  that  newly  upturned  soil  caused  the  disease  to  spread.  As  the  name 
implies,  the  disease  was  believed  to  be  due  to  bad  air.  But  discoveries  of  the  very  greatest 
importance  to  the  human  race  have  put  an  end  to  these  misconceptions,  and  malaria  and  yellow 
fever  are  no  longer  a  mystery  to  science.  The  mosquito  theory  of  the  transmission  of  these 
two  diseases  is  now  generally  accepted  as  the  solution  of  the  mystery  by  all  the  leading 
sanitarians  and  physicians. 

The  knowledge  of  the  discoveries  of  Reed,  Lavaran,  and  Ross  has  been  given  world-wide 
publicity,  and  gradually  has  been  accepted  and  acted  upon  in  many  parts  of  the  world. 

The  yellow-fever  record  on  the  Isthmus  since  the  United  States  took  over  the  canal  works 
is  as  follows:  In  May,  1904,  there  was  1  case;  in  June,  1;  in  July,  2;  August,  none;  September,  1; 
October,  1;  November,  3;  December,  6;  January,  1905,  18;  February,  11;  March,  11;  April,  9; 
May,  33;  June,  62;  July,  42;  August,  27;  September,  7;  October,  3;  November,  5,  one  of 
which  was  from  a  point  30  miles  distant,  making  a  total  in  the  nineteen  months  of  246  cases. 
Of  these,  84  terminated  fatally,  or  about  34  per  cent. 

Commenting  upon  these  figures,  Col.  W.  C.  Gorgas,  U.  S.  Army,  the  chief  sanitary  officer 
of  the  canal  works  at  Panama,  remarks  in  his  October  report  as  follows: 

I  consider  this  ( the  October  record )  as  indicating  the  near  approach  of  the  disappearance  of  the  disease.  *  *  * 
Panama  has  often  in  its  past  history  been  free  from  yellow  fever,  but  the  only  disappearance  was  when  there 
were  no  nonimmunes  to  contract  it.  At  all  times  in  its  past  history  when  there  were  nonimmunes  here  they  had 
yellow  fever  as  long  as  the  nonimmunes  remained.  We  had  during  October  all  the  natural  conditions  favorable  to 
this  disease,  a  larger  number  of  nonimmunes  probably  than  had  ever  before  been  present  on  the  Isthmus — in  the 
neighborhood  of  5,000 — with  a  wet  and  hot  month. 

Apparently,  from  the  records,  the  season  in  Panama  does  not  have  much  influence  upon  yellow  fever.  The 
weather  in  January  is  as  favorable  to  the  breeding  of  the  Stegomyia  as  July,  and  the  past  records  seem  to  show  that 
if  we  have  nonimmunes  in  Panama  in  December  we  will  have  as  much  fever  as  we  would  in  July.  It  has  altogether 
in  the  past  depended  upon  the  supply  of  nonimmune  human  beings.  The  only  yellow-fever  period  when  there  was 
anything  near  to  approximating  as  many  nonimmunes  on  the  Isthmus  as  we  have  at  present  was  at  the  time  during 
S.  Doc.  231,  59-1 6 


18  REPORT   OF   BOARD    OF    CONStTLTING   ENGINEERS,  PANAMA    CANAL. 

the  French  riSgime  when  they  had  their  maximum  force.  This  occurred  in  October,  1884,  when  they  had  19,243 
men  on  their  rolls,  of  whom  2,706  were  nonimmunes.  Among  these  they  had  21  deaths  from  yellow  fever  in  that 
month  and  approximately  84  cases.  During  October  of  this  year  our  force  has  also  reached  its  maximum,  about 
22,000,"  of  which  number  about  4,000  are  nonimmunes.  Among  these  4,000  employees  we  had  not  a  single  death 
from  yellow  fever  and  only  a  single  case.  Of  the  three  cases  occurring  on  the  Isthmus,  two  were  people  not 
employees  of  the  Commission. 

Here  we  are  comparing  two  periods  in  which  there  was  a  large  number  of  nonimmunes  present — the  same  season 
of  the  year  and  the  same  climatic  conditions  generally — the  only  difference  being  that  in  the  year  190-5  modern 
tropical  sanitary  methods  were  enforced  all  over  the  Isthmus  by  some  2,200  men.  *  *  *  Twenty  years  ago  these 
methods  were  unknown,  malaria  and  yellow  fever  were  a  mystery  to  science,  and  our  predecessors  were  unable  to 
do  anything  for  their  control. 

The  results  obtained,  I  maintain,  are  solely  and  entirely  due  to  the  sanitary  measures  put  in  force.  And  be  it 
remembered  at  the  same  time  that  we  have  at  present  with  us  fully  one-third  more  people  subject  to  yellow  fever 
(nonimmunes)  than  the  French  had  in  October,  1884. 

You  can  pick  out  in  the  history  of  Panama  Octobers  when  there  were  no  deaths  from  yellow  fever,  such  as 
October,  1901,  or  October,  1895,  or  October,  1896;  but  during  these  Octobers  there  was  nobody  in  Panama  who  could 
have  yellow  fever.  Take  any  other  October  when  there  was  present  any  considerable  number  of  nonimmunes  and 
they  always  had  yellow  fever  to  a  considerable  extent.  In  this  October  when  we  have  more  people  liable  to  the 
disease  than  ever  before  we  had  only  three  cases. 

The  showing  with  respect  to  the  sick  rate  of  employees  generally  is  very  good.  Among  22,000  men  we  have  a 
daily  average  of  about  4.50  in  hospital.  This  gives  us  a  constant  sick  rate  of  21  per  thousand.  We  could  not  hope 
to  show  a  lower  rate  than  this  if  our  canal  were  being  dug  between  Washington  and  Baltimore.  The  French  in 
October,  1884,  with  their  19,243  employees,  had  161  deaths,  making  a  rate  for  that  year  of  100  per  thousand.  We, 
with  a  force  of  about  22,000,  have  had  61  deaths,  which  would  give  us  for  the  year  a  death  rate  of  32  per  thousand. 
I  have  no  doubt  that  when  the  sanitary  improvements  at  present  going  on,  such  as  street  paving  in  Panama  and 
Colon,  waterworks  in  these  cities  and  along  the  line,  and  comfortable  screened  buildings  for  employees  at  all  points, 
shall  have  been  completed  the  health  conditions  will  be  still  further  improved;  but  I  am  inclined  to  think  that  the 
sanitary  question  of  Panama  has  been  settled,  as  we  have  shown  that  a  force  of  laborers  as  large  as  we  are  likely  to 
have  and  as  unfavorably  situated  as  they  ever  will  be  can  work  on  the  Isthmus  without  suffering  from  yellow  fever, 
and  that  the  general  health  of  this  same  force  can  be  kept  as  good  as  if  they  were  digging  a  canal  in  a  healthy  part 
of  Maryland. 

lu  the  citj^  of  Panama  it  is  a  requirement  of  law  that  all  burials  shall  take  place  in  the  city 
cemetery,  and  that  the  records  of  burials  shall  show  the  name,  age,  sex,  nativity,  cause  of 
death,  and  the  name  of  the  physician  certifying  to  cause  in  every  case.  The.se  records  have 
been  carefully  kept  since  1882,  and  the  chief  sanitary  officer  of  the  Canal  Zone  has  recently 
had  every  individual  record  of  burial  for  the  city  of  Panama  examined,  tabulating  the  result 
so  far  as  it  relates  to  those  who  succumbed  to  yellow  and  malarial  fevers.  The  result  of  this 
inspection  appears  in  Table  3,  Appendix  O,  wherein  is  set  forth  the  mortality  for  those  twenty- 
two  years  caused  by  the  two  fevers,  the  figures  being  given  for  each  month  of  the  whole 
elapsed  period. 

The  stated  population  of  the  city  is  the  closest  approximation  which  can  be  obtained  from 
the  public  officers  of  the  Republic  of  Panama,  for  since  1871  there  has  been  but  one  census, 
that  of  1901  made  by  the  sanitary  staff  of  the  Canal  Zone. 

During  this  period  of  twenty-two  years  there  were  three  or  four  occasions  when  there  was 
an  influx  to  the  Isthmus  of  a  large  nonimmune  population.  The  first  was  in  1881-82  and  con- 
tinued to  1889.  The  next  was  in  189,5  when  a  regiment  of  troops  from  the  interior  highlands  of 
Colombia  arrived  for  service  on  the  Isthmus.  The  next  year  there  was  another  increase  of  mili- 
tary force  from  the  same  locality,  those  men  also  nonimmunes.  The  last  was  in  1901  when  there 
was  a  further  large  increase  consisting  of  a  body  of  Colombian  troops  sent  to  Panama  to  operate 
against  insurgents.  On  each  of  these  occasions  there  was  a  large  increase  in  the  mortality  from 
yellow  and  malarial  fevers,  as  maj-  be  seen  hj  the  table.  During  the  intervening  months  or  years 
there  were  verj^  few  cases.  The  rule  held  true  continuously  until  full  efl'ect  was  had  from  the 
sanitary  measures  taken  by  the  United  States  health  authorities  in  the  Canal  Zone,  but  it  required 
a  year  and  a  half  to  .secure  full  beneficial  eflfect  of  the  preventive  means  adopted.  The  records 
of  the  Panama  cemetery  are  cited  by  the  United  States  health  authorities  as  furnishing  evidence 

o  Including  those  employed  on  the  Panama  Railroad. 


BEPOBT   OF   BOAED   OF   CONSTJLiTING   ENGINEEES,  PANAMA   CANAL.  19 

of  the  accuracy  of  theii'  declaration  that  it  is  not  oniy  possible  but  feasible  to  banish  yellow  fever 
fi'om  the  Isthmus  and  to  maintain  the  whole  force  of  employees  in  a  good  state  of  health. 

A  few  years  ago  the  abandonment,  as  a  canal  headquarters,  of  the  city  of  Ismailia,  situated 
on  the  line  of  the  Suez  Canal,  was  seriouslj'  considered  because  of  the  general  sickness  of  the 
European  inhabitants  and  the  canal  officials.  The  population  was  9,000,  of  which  the  European 
inhabitants  weie  '2,000.  Among  these  there  were  1,400  cases  of  malarial  fever  annually,  of 
which  many  resulted  in  death.  The  mosquitoes  (anopheles)  were  killed  and  their  breeding 
places  destroj-ed  in  1902.  The  number  of  cases  of  malaria  since  has  been,  yearly,  214,  90,  and 
in  ten  months  of  1905,  46,  with  no  deaths.  Those  who  have  had  malaria  subsequent  to  the  sani- 
tating of  the  place  are  those  who  had  been  chronic  suilerers  from  the  disease  previously. 

Recent  reports  received  by  the  Comjiiission  contain  interesting  data  concerning  genei'al  health 
conditions,  from  which  much  knowledge  is  gained  respecting  health  and  disease,  and  indicate  that 
the  maladies  prevailing  on  the  Isthmus  are  generally  the  same  as  are  common  in  the  temperate 
climates. 

In  the  largest  hospital  in  the  Zone,  that  at  Ancon,  there  were  treated  in  October  1,118 
persons.  Included  in  this  number  there  were  eight  cases  of  typhoid  fever,  a  very  small  number 
considering  the  population  of  the  Zone — a  total  of  63,084 — and  the  squalor,  indigence,  and 
indifference  to  sanitary  rules  of  a  large  part  of  the  inhabitants.  In  this  hospital  there  were  19 
cases  of  dysentery,  30  of  beriberi,  17  of  pneumonia,  6  of  bronchitis,  4  of  consumption,  1.5  of 
venereal  diseases,  6  of  measles,  19  of  piles  and  hernias,  33  abscesses,  24  wounds,  and  13  of 
general  debility.     There  was  no  case  of  either  smallpox  or  plague. 

In  the  whole  Zone,  including  the  cities  of  Panama  and  Colon,  there  were  deaths  as  follows: 
Ninety  were  from  fevers  of  all  kinds;  beriberi  claimed  26;  dysentery,  9;  cerebral  hemorrhage,  6; 
convulsions  (children),  6;  tetanus,  4;  consumption,  pneumonia,  and  bronchitis,  92;  gastric  dis- 
orders, 33;  liver  diseases,  5;  genito-urinary  diseases,  13;  childbirth,  6;  accidents,  9;  dropsy,  7 
heart  diseases,  5. 

To  the  ordinary  observer  the  appearance  of  the  city  of  Colon  is  much  worse  than  that  of 
Panama,  yet  its  record  for  disease  is  better.  Yellow  fever  has  been  comparatively  rare  there. 
Its  better  record  may  be  due  to  its  situation  on  an  island,  the  surface  of  which  is  awash  with 
sea  water  throughout  a  considerable  part  of  its  superfices.  We  are  told  by  the  sanitarv  officers 
that  the  mosquitoes  which  cause  yellow  fever  and  malaria  do  not  breed  in  salt  water.  This  has 
significance  and  weight  in  determining  the  general  drainage  system  for  the  canal  works. 

The  inability  of  the  French  companies'  officers  to  enforce  sanitary  rules  has  been  referred 
to,  but  this  inability  was  not  an  important  matter,  for  the  then  best-known  health  measures, 
no  matter  how  thoroughly  enforced,  would  have  accomplished  little  of  real  benefit  in  reducing 
the  sick  list,  for  no  one  in  France  or  elsewhere  then  had  any  conception  of  the  present  theory 
respecting  the  cause  of  these  two  maladies  which  decimated  the  newcomers  at  Panama.  But 
for  the  United  States  the  situation  is  different.  The  discovery  of  the  probable  cause  of  yellow 
fever,  and  the  knowledge  of  the  measures  adopted  by  sanitarians  to  control  and  prevent  its  ravages, 
have  simplified  the  task  of  those  who  are  to  make  the  canal. 

The  United  States  not  only  has  the  right  granted  by  treaty  to  enforce  all  necessary  rules  of 
sanitation  and  for  the  preservation  of  order,  but  the  authorities  of  the  Republic  of  Panama  have 
shown  the  most  ready  willingness  to  cooperate  and  assist  in  the  efforts  taken  to  rid  the  Isthmus 
of  disease  and  prevent  its  importation. 

Notwithstanding  the  fact  that  near-by  Pacific  ports  have  for  several  years  been  infected  with 
bubonic  plague,  the  health  officers  of  the  Canal  Zone  have,  by  means  of  a  rigid  quarantine,  so  far 
prevented  this  pest  from  obtaining  a  foothold  on  the  Isthmus,  and  there  seems  to  be  good  reason 
for  the  confidence  of  these  officers  in  their  ability  to  exclude  that  disease  permanently.  We  now 
know  that  men  from  temperate  climates  living  in  the  tropics,  including  Panama,  can  and  do 
escape  the  great  danger  which  twenty-five  years  ago  could  not  be  evaded,  and  that  the  danger 
does  not  appear  to  be  greater  than  exists  in  many  parts  of  the  United  States. 


go  REPORT    OF    BOARD    OP    CONSULTING   ENGINEERS,  PANAMA    CANAL. 


WORK  DONE  AND  PRESENT  CONDITIONS. 

The  present  state  of  the  canal  work  is  but  little  different  from  that  in  which  the  old  Panama 
Canal  Company  left  it  in  1889.  The  liciuidator,  who  had  control  of  the  assets  of  the  company 
under  the  decree  of  the  French  court  from  1889  to  1894,  did  no  work  on  the  Isthmus  other  than 
that  of  preserving  the  property  under  his  care.  When  the  New  Panama  Canal  Company  was 
incorporated  in  1894  it  recommenced  the  work  of  excavation  at  the  divide  on  a  small  scale  and 
maintained  those  operations,  with  a  force  varying  from  a  maximum  of  3,800  men  to  a  minimum 
of  a  few  hundred,  until  the  property  was  taken  over  by  the  United  States  Government  in  May, 
1901:.  That  company  performed  no  other  work  in  furtherance  of  the  actual  construction  of  the 
canal  than  the  continuation  of  excavation  at  the  summit  divide  and  the  dredging  of  about 
3,000,000  cubic  yards  at  the  La  Boca  pier  and  approach  thereto,  although  it  maintained  a  sufficient 
force  to  care  for  the  mass  of  materials  and  plant  stored  along  the  line  of  the  canal. 

The  total  work  actually  performed  upon  the  canal  can  best  be  appreciated  by  keeping  in  view 
the  plans  contemplated  by  the  French  companies.  In  accordance  with  the  decision  of  the  Inter- 
national Scientific  Congress  held  at  Paris  in  May,  1879,  the  old  Panama  Canal  Company  adopted 
a  sea-level  plan  for  the  canal.  When,  however,  it  became  apparent  that  it  would  be  financially 
impossible  to  carry  out  the  work  on  that  plan,  a  number  of  projects  with  locks  and  with  various 
summit  elevations  were  carefully  considered.  It  was  the  purpose  at  that  time  to  devise  a  project 
which  would  permit  lock-canal  navigation  to  be  opened  at  the  earliest  possible  date,  and  by  the 
subsequent  removal  of  the  locks  to  ultimately  realize  the  original  conception  of  a  canal  at  sea 
level.  While  these  modified  projects  were  under  consideration  the  collapse  of  the  old  company 
occurred  and  all  work  ceased. 

All  subsequent  studies  conducted  both  by  theliquidator  and  the  New  Panama  Canal  Company 
were  also  directed  to  the  determination  of  lock  plans.  Both  the  Commission  d'fitudes,  created  by 
the  liquidator,  and  the  Comite  Technique,  appointed  by  the  New  Panama  Canal  Company,  rejected 
the  sea-level  plan  and  devoted  their  efforts  to  the  development  of  a  lock  plan  best  adapted  to  the 
limiting  financial  conditions  under  which  the  new  company  would  have  to  complete  the  work. 
The  Comite  Technique  finally  recommended  a  plan  for  a  canal  with  a  maximum  summit  elevation 
at  nearly  101  feet  above  the  sea,  the  bottom  width  of  the  canal  being  98.4  feet  in  earth  and  111.5  feet 
in  rock,  and  with  a  minimum  depth  of  water  of  29.5  feet.  This  plan  required  a  double  flight  of 
two  locks  at  Bohio  and  another  similar  arrangement  of  locks  at  Obispo  on  the  Caribbean  side  of  the 
continental  divide.  On  the  Pacific  slope  there  were  contemplated  duplicate  single  locks  at  Paraiso 
southerly  of  and  close  to  the  great  Culebra  cut,  a  double  flight  of  two  locks  at  Pedro  Miguel,  and 
duplicate  single  locks  at  Miraflores,  the  latter  being  partially  tidal  locks,  in  oi'der  to  control  in  the 
canal  the  varying  heights  of  the  tide  in  the  bay  of  Panama.  In  connection  with  these  locks  the 
plan  included  a  Caribbean  sea-level  section  14.84  miles  long;  an  intermediate  level  between  Bohio 
and  Obispo  13.37  miles  long,  in  which  the  water  surface  would  vary  in  elevation  from  62.49  feet 
to  65.62  feet  above  the  sea;  a  summit  level  6.22  miles  in  length  from  Obispo  to  Paraiso  with 
a  maximum  elevation  of  100.89  feet;  an  intermediate  level  1.32  miles  long  from  Paraiso  to 
Pedro  Miguel  with  a  water  surface  at  a  maximum  elevation  of  76.28  feet;  another  intermediate 
level  1.32  miles  long  from  Pedro  Miguel  to  Miraflores  with  a  maximum  elevation  20.51  feet 
above  mean  tide,  and  a  Pacific  sea-level  section  7.38  miles  in  length,  the  lengths  of  the  various 
levels  being  given  exclusive  of  the  lengths  of  locks.  The  excavation  made  by  the  New 
Panama  Canal  Company  at  the  summit  was  continued,  to  serve  the  execution  of  this  plan,  although 
it  was  thought  possible  that  a  lower  summit  level  at  65.5  feet  above  the  sea  might  ultimately  be 
adopted,  so  as  to  eliminate  the  locks  at  Obispo  and  Paraiso. 

There  was  also  contemplated  by  the  New  Panama  Canal  Companj'  the  creation  of  a  large 
reservoir  for  feeding  the  summit  level  of  its  adopted  plan  by  constructing  a  masonry'  dam  across 
the  Chagres  River  at  Alhajuela,  about  11  miles  by  the  feeder  line  from  Obispo.  A  feeding  canal, 
or  aqueduct,  with  suitable  appurtenances,  was  to  be  formed  on  this  line  in  order  to  connect  this 
reservoir  with  the  summit  level  above  Obispo.     No  work,  however,  was  ever  performed  either 


REPORT    OF   BOARD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  21 

in  the  construction  of  the  dam  or  on  the  line  of  the  feeder,  but  surveys  and  investigations  were 
made  and  the  necessary  works  were  all  completely  planned. 

The  old  Panama  Canal  Company  made  extensive  surveys  and  soundings,  and  erected  many 
buildings,  shops,  hospitals, etc.,  but  confined  its  operations  along  the  canal  line  wholly  to  the  work 
of  excavation,  except  for  the  construction  of  a  small  dry  dock  near  the  Colon  terminus,  and  some 
docks  or  piers  in  the  same  vicinity  required  for  the  discharge  of  materials  and  machinery  shipped 
to  the  Isthmus  for  the  purposes  of  the  work. 

The  country  along  the  canal  line  from  Colon  to  Obispo  is  nearly  all  low,  in  places  marshy, 
and  the  material  can  generally  be  removed  by  dredging.  The  old  company  availed  itself  of  this 
physical  condition  and,  with  the  exception  of  Culebra,  the  greatest  volume  excavated  in  a  limited 
distance  was  confined  to  this  portion  of  the  line.  Between  Cristobal  Point  (behind  which  the  old 
company  planned  its  canal  entrance)  and  the  mouth  of  the  Mindi,  a  distance  of  about  three  miles, 
there  is  a  small  quantity  of  coral  rock  and  a  much  larger  cjuantity  of  hard  sandy  clay,  which  may 
be  classed  as  soft  rock,  still  remaining  in  place. 

The  depth  of  the  excavation  near  Mindi  and  at  one  or  two  other  points  was  about  29  feet 
below  sea  level;  but  the  average  depth  for  about  one-half  the  distance  from  Colon  to  Bohio  was 
not  more  than  two-thirds  of  that  amount  below  mean  tide,  while  the  depth  of  excavation  for 
the  remainder  of  the  distance  under  considei'ation  did  not  vary  much  from  25  to  27  feet.  On 
account  of  the  rising  surface  of  the  ground  the  depth  below  sea  level  was  l)ut  a  few  feet  at  a 
distance  of  two  miles  from  Bohio  and  decreased  to  nothing  at  that  point.  This  stretch  of  canal, 
about  11  miles  long,  with  an  original  Ijottom  width  of  about  72  feet,  is  still  open,  although  some 
sediment  has  been  deposited,  and  can  be  navigated  throughout  its  entire  length,  save  at  one 
point,  by  vessels  drawing  from  eight  to  ten  feet,  and  nuich  mure  in  that  portion  of  It  between 
Mindi  and  Gatun. 

In  consequence  of  the  fact  that  this  portion  of  the  canal  line  intersects  the  Chagres  River  at 
a  number  of  points,  thus  forming  a  direct  course,  and  for  the  further  reason  that  diversion  chan- 
nels and  small  dams  have  been  constructed,  the  water  of  the  Chagres  River  flows  through  this 
excavated  channel  from  a  point  about  two  miles  below  Bohio  to  Gatun,  a  distance  of  about  seven 
miles.  Fi'om  Gatun  its  flow  divides,  a  part  of  it,  estimated  as  one-third  at  ordinary  stages  of  the 
river,  passing  to  the  sea  in  the  old  channel  and  the  remainder  flowing  into  Limon  Bay  through 
the  canal  channel  and  the  mouth  of  the  Mindi.  The  portion  of  the  old  companj^'s  canal  work 
between  Colon  and  Bohio  and  the  work  of  excavation  in  the  Culebra  cut  are  the  two  largest  and 
most  impressive  features  of  the  accomplished  work  in  its  present  condition. 

At  Bohio  an  extensive  mass  of  volcanic  I'ock  outcrops.  This  rock  has  been  used  for 
structural  purposes  at  Colon  and  along  the  railroad  line,  and  in  a  portion  of  this  outcrop  the  old 
canal  company  made  an  excavation  of  considerable  magnitude  for  the  locks  which  it  proposed 
to  locate  there  after  it  was  compelled  to  abandon  the  sea-level  plan.  This  excavation,  like  many 
other  portions  of  the  company's  work,  may  be  utilized  in  subsequent  construction. 

Between  Bohio,  15  miles  from  the  Colon  terminus  of  the  canal,  and  Miraflores,  about  -11  miles 
from  the  same  point,  the  ground  is  relatively  high,  rising  graduallj'  on  the  Caribbean  side  to  the 
continental  divide  at  Culebra,  then  falling  rapid]}'  to  15  or  20  feet  above  sea  level  at  the  Rio  Grande 
between  Pedro  Miguel  and  Miraflores.  Throughout  this  distance,  with  the  exception  of  that 
portion  between  Obispo  and  Culebra,  a  distance  of  about  seven  miles,  the  excavation  made  by 
the  old  company  consists  of  a  shallow  but  nearly  continuous  cutting.  At  several  relatively  high 
points  the  cuttings  are  deeper,  but  the  amount  in  the  aggregate  is  relativelj'  small.  From 
Bohio  nearly  to  Obispo  the  canal  line  frequently  intersects  the  course  of  the  Chagres;  but  at  a 
point  a  little  less  than  a  mile  from  Olnspo  the  Chagres  Valley  trends  abruptly  to  the  northeast, 
almost  at  right  angles  to  the  line  of  the  canal,  which  here  follows  approximately  up  the  course  of 
the  Obispo  in  a  southeasterly  direction  toward  Panama.  At  Gamboa,  less  than  a  mile  from 
Obispo,  a  short  distance  upstream  from  the  point  where  the  canal  line  leaves  the  river,  both  the 
old  and  the  new  companies  at  diflerent  times  projected  the  construction  of  a  dam  for  the  purpose 
of  controlling  the  Chagres  floods  and  feeding  the  summit-level  locks,  but  finally  abandoned  the 
idea  of  a  dam  at  that  site. 


22  REPORT   OF   BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

The  present  condition  of  the  seven-mile  cut  through  the  continental  divide  shows  that  a  large 
amount  of  material  has  been  excavated  in  that  locality,  principally  by  the  old  company,  but  to 
the  extent  of  about  7,000,000  cubic  yards  by  the  new  company  and  nearly  1,000,000  cubic  yards 
by  the  Isthmian  Canal  Commission  during  lOOi-S.  The  maximum  depth  of  this  cutting  below 
the  original  surface--383  feet  above  sea  level— is  about  165  feet.  The  excavated  material  has 
been  deposited  mainly  in  the  Lirio  marsh,  about  a  mile  northeast  from  the  deepest  part  of 
the  cut,  and  to  a  less  extent  in  the  Rio  Grande  Valley  near  Cucaracha,  immediately  south  of 
the  southerly  end  of  the  cutting. 

The  alignment  adopted  by  the  old  and  the  new  companies  for  the  Pacific  sea-level  section  of 
the  canal  followed  approximately  the  course  of  the  Rio  Grande  from  Miraflores  to  La  Boca.  It 
intersected  the  course  of  the  river  a  number  of  times  and  required  small  diversion  channels  at 
either  side,  but  the  Pacific  terminus  of  the  canal  was  practically  identical  with  the  mouth  of 
the  river.  The  valley  of  the  lower  Rio  Grande  is  a  salt  marsh  or  swamp,  although  if  the  canal 
should  be  excavated  to  a  depth  of  40  feet  below  the  sea  level  some  rock  will  be  encountered  in 
the  channel.  The  old  company  excavated  the  canal  for  a  distance  of  about  two  miles  from  La 
Boca  to  an  average  depth  of  about  20  feet  from  the  original  surface,  which  is  at  nearly  extreme 
high  water.  As  the  extreme  range  of  tide  at  the  Pacific  terminus  of  the  canal  is  from  about  10 
feet  above  mean  sea  level  to  10  feet  below,  the  old  company  planned  to  make  the  Pacific  sea- 
level  section  of  the  canal  from  Miraflores  to  deep  water  39.4  feet  deep  below  mean  tide.  Less 
than  one-third  of  the  total  requisite  excavation  was  made  between  La  Boca  and  Miraflores,  nor 
was  a  channel  to  full  depth  completed  by  that  company  from  La  Boca  to  the  deep  water  of 
Panama  Bay.  This  latter  work  would  have  required  the  excavation  of  a  considerable  quantity 
of  hard  rock. 

The  old  company  not  only  excavated  for  the  channel  of  the  canal  proper,  but  it  also  excavated 
diversion  channels  parallel  with  the  axis  of  the  canal  on  both  sides  of  it  and  distributed  through- 
out nearly  its  entire  course,  to  the  aggregate  length  of  20.2  miles  on  the  easterly  side  of  the  canal 
and  13.16  miles  on  the  westerly  side.  These  diversion  channels  were  constructed  for  the  purpose 
generally  of  intercepting  the  flow  of  the  streams  which  would  otherwise  discharge  into  the  canal, 
and  they  were  to  be  permanent  features  of  the  work.  A  few  short  lengths  were  designed  to 
serve  a  similar  purpose  only  during  construction.  The  largest  of  these  diversion  channels  are 
mostly  found  between  Obispo  and  Colon,  as  it  was  necessary  under  the  French  plans  to  divert 
the  entire  flow  of  the  Chagres  throughout  some  portions  of  that  distance.  Among  these  is  the 
Gatun  diversion.  The  excavation  already  done  in  it  amounts  to  nearly  2,700,000  cubic  yards. 
Its  length  is  6.13  miles.     It  was  designed  to  discharge  17,600  cubic  feet  per  second. 

The  diversion  channels  on  the  easterly  side  of  the  canal  line  were  designed  with  bottom 
widths  varvingfrom  about  52.5  to  131  feet,  with  side  slopes  having  in  general  an  inclination  of 
about  45*^.  The  maximiuu  depth  of  water  contemplated  in  these  channels  was  nearly  15  feet.  On 
the  westerly  side  of  the  canal  line  some  of  the  diversion  channels  are  of  smaller  section,  varying  in 
bottom  width  from  about  20  feet  to  the  same  maximum  of  131  feet  as  on  the  easterly  side.  At 
one  point,  near  Obispo,  a  tunnel  1,203  feet  in  length  and  about  IQl  feet  wide  and  of  equal 
height  was  nearly  finished  for  diversion  of  the  Obispo,  which  in  fiood  now  flows  through  it.  A 
few  of  these  diversion  channels  were  finished,  but  the  greater  number  were  only  partially  com- 
pleted. Some  of  them  have  received  the  waters  for  which  they  were  intended  and  have  been 
scoured  to  an  increased  depth,  while  others  have  been  partly  filled  with  sand  or  silt  moved  by 
freshets. 

A  total  amount  of  about  80,000,000  cubic  yards  of  all  classes  of  materials  has  been  excavated 
throughout  the  entire  line  of  the  canal,  making  almost  continuous  woi'k  from  one  end  to  the 
other.  By  far  the  greater  portion  of  this  excavation  was  soft  material  or  earth  largely  removed 
by  dredges,  but  a  comparatively  small  portion  of  it  may  be  classed  as  rock.  This  means  that 
the  principal  portion  of  the  remaining  material  to  be  taken  out  must  be  considered  rock,  and 
much  of  it  as  hard  rock.  A  substantial  portion  of  this  80,000,000  cubic  yards  of  excavation  has 
been  so  deposited  along  the  proposed  line  of  canal  that  it  will  have  to  be  again  moved  in  the  work 
of  construction,  because  of  the  greatly  increased  cross  section  of  prism  now  required. 


BEPOET   OF   BOAKD   OP   CONSULTING  ENGINEERS,  PANAMA   CANAL.  23 

It  is  difficult  if  not  impossible  to  state  what  portion  of  this  excavation  will  be  available  in 
future  construction.  The  entire  excavation  made  at  the  divide  is  of  this  useful  character,  but  it 
is  probable  that  the  aggregate  of  all  the  useful  portions  of  the  work  done  will  not  exceed 
40,000,000  cubic  .vards. 

The  aggregate  volume  of  excavation  in  the  diversion  channels  will  probably  not  exceed 
5,000,000  cubic  yards,  but  it  is  pi-acticallv  all  available  for  the  construction  of  a  sea-level  canal. 
The  portion  of  the  same  aggregate  which  would  be  useful  in  the  construction  of  a  lock  canal 
would  depend  upon  the  plan  adopted. 

The  general  location  and  alignment  of  the  canal  is,  on  the  whole,  satisfactory.  There  are 
places,  like  that  in  the  summit  cut  extending  from  Emperador  to  a  point  near  Cucaracha,  where 
the  alignment  may  be  improved  without  much  change  of  location,  but  necessitating  increased 
cutting  both  in  the  hill  at  Emperador  and  that  at  Culebra,  and  an  equal  saving  in  other  places. 
The  curvature  generally  is  sufEciently  easy,  the  minimum  radius  being  S,20'2  feet.  There  is 
some  objectionable  curvature  at  the  termini,  especially  near  Colon,  which  the  plan  proposed  by 
the  Board  will  remove. 

In  addition  to  this  work  of  excavation  there  were  immense  quantities  of  material,  machinery, 
and  appliances  required  for  the  prosecution  of  the  work  of  construction  received  and  distributed 
along  the  entire  line.  The  book  value  of  this  great  quantity  of  construction  material,  nearly  all 
of  which  still  remains  upon  the  Isthmus  in  various  degrees  of  repair,  is  about  S'29,000,000. 
Much  of  it  is  housed  and  in  good  order,  although  now  nearly  useless  in  consequence  of  its  obso- 
lete character,  while  other  and  lai-ger  portions  of  it  are  found  exposed  along  nearly  the  entire 
canal  in  all  conditions  of  disuse  and  decay. 

Over  2,000  buildings — mostly  houses  for  the  emploj'ees  of  the  old  company,  excellent  hospi- 
tals, and  some  storehouses  or  shops — still  remain,  some  in  good  condition  and  others  in  need  of 
much  repair.     These  buildings  are  generally  capable  of  being  put  into  service. 

There  are  also  six  machine  shops,  some  of  considerable  capacitv,  the  principal  of  which  are 
at  La  Boca,  at  Mataciiin,  and  at  Colon.  These  shops  contain  a  considerable  quantity  of  usable 
machinery.  They  wei'e  put  into  service  during  the  summer  and  autumn  of  190-1:,  and  hav^e  since 
been  somewhat  enlarged  and  developed.  They  constitute  a  valuable  asset,  and  will  be  of  great 
service  in  repairing  machinery,  rolling  stock,  and  other  appliances  required  in  the  work  of 
construction  of  the  canal,  and  the}'  have  sufficient  capacity  for  the  purpose  of  building  some  of 
the  simpler  forms  of  plant  retpiired  in  the  work. 

NEW  FIELD  WORK. 

The  Board  has  had  access  to  all  the  data  on  tile  in  the  office  of  the  Isthmian  Canal 
Commission.  Very  accurate  cross  sections  of  the  canal  prism  included  between  Obispo  and 
Paraiso,  seven  miles  and  a  half,  were  obtained.  These  cross  sections  were  taken  at  very  close 
intervals  where  the  slopes  are  changing;  in  those  portions  where  the  grade  is  nearly  uniform  and 
the  topography  unmarked  by  notable  features  the  cross  sections  are  considerably  farther  apart. 
These  cross  sections  are  used  in  the  estimates  of  the  Board. 

It  earl}'  became  apparent  that  additional  information  was  desii'able  relating  particularly  to 
the  possible  dam  and  lock  sites  at  Mindi,  Gatun,  and  in  the  vicinity  of  La  Boca.  The  Board 
requested  the  Isthmian  Canal  Commission  to  have  further  examinations  made,  as  follows: 

1.  On  the  Mindi  line  the  examination  to  be  topographic  with  respect  to  the  ridge  line  to 
the  east  of  the  Mindi  through  to  Jaramillo  Hill,  thence  to  the  shores  of  Limon  Bay,  in  order 
to  develop  any  low  passes  communicating  with  the  Chagres  River,  and  over  the  Jaramillo  Hill 
near  the  high  ridge  line  to  the  Chagres  River  and  across  the  same,  connecting  with  the  high  land 
to  the  west  of  the  Chagres.     This  examination  to  be  carried  up  to  elevation  50. 

2.  Borings  and  topography  at  Gatun,  south  and  west  from  Gatun  Hill,  over  the  hill  oppo- 
site, across  the  diversion  channel,  and  to  high  land  beyond.  Also  to  develop  lock  foundations 
in  the  hill  east  of  Gatun. 

3.  A  survey  showing  the  necessary  relocation  of  the  Panama  Railroad  in  case  of  a  terminal 
lake  formed  by  a  high  dam  at  Gatun. 


24  REPOBT    OF   BOARD    OF    CONSTJLTING   ENGINEERS,  PANAMA   OANAL. 

4.  A  line  of  soundings  across  the  Rio  Grande  Valle}-  from  Sosa  Hill,  passing  by  La  Boca 
pier,  to  the  hig-ji  land  above  the  mouth  of  the  Farfan  River. 

5.  A  surve}^  and  soundings  on  the  shortest  line  from  Ancon  Hill  across  the  high  land  to  the 
east,  to  show  the  physical  conditions  that  would  influence  the  construction  of  a  dam  to  raise 
the  water  in  the  Rio  Grande  Lake  to  elevation  of  about  65. 

6.  Borings  to  rock  on  saddle  between  Ancon  and  Sosa  hills,  and  across  the  Rio  Grande  from 
Sosa  Hill  to  the  nearest  high  land,  to  develop  the  practicabilit3'  of  a  lock  between  Ancon  and  Sosa 
and  a  dam  for  raising  water  30  feet  above  sea  level.  Also  borings  along  a  line  for  the  proposed 
Pacific  section  of  the  canal,  this  line  leaving  the  old  route  about  kilometer  63,  passing  straight 
to  the  saddle  between  Ancon  and  Sosa  hills,  thence  in  a  straight  line  to  deep  water  in  the  bay  to 
or  near  the  entrance  channel  now  in  use. 

With  reference  to  the  Mindi  location  Mr.  F.  B.  Maltby,  division  engineer,  reported: 

On  the  west  sideof  the  canal  the  high  ground  is  continuous  from  the  Jaramillo  Hill  to  the  Chagres  River.  *  *  * 
From  a  personal  examination  I  am  quite  sure  that  a  point  can  be  found  in  this  vicinity  where  the  distance  across  the 
Chagres  Valley  to  an  elevation  of  at  least  50  feet  is  not  more  than  3,000  feet.  I  think  it  more  than  probable  that 
surveys  would  develop  a  possible  crossing  of  a  shorter  length.  On  the  east  side  of  the  diversion  at  Mindi  the  hills 
are  simply  isolated  knolls  for  a  distance  of  half  a  mile  east  from  the  diversion  channel.  From  these  there  is  a 
continuous  ridge  which  is  very  much  broken  in  elevation,  but  in  which  there  is  no  point  which  has  an  elevation 
of  less  than  about  40  feet.  *  *  *  it  therefore  seems  possible  that,  should  such  a  project  be  contemplated,  a  dam 
might  be  built  from  the  Jaramillo  Hill  across  the  canal  connecting  the  various  hills  as  far  as  the  east  diversion 
opposite  Mindi.  From  there  for  a  distance  of  half  a  mile  it  is  probable  that  a  dam  having  a  base  at  an  elevation 
of  only  five  or  six  feet  above  the  sea  would  require  construction  for  half  the  distance.  In  addition  to  this  there 
would  be  a  dam  across  the  Chagres  River  of  about  3,000  feet  in  length. 

In  respon.se  to  the  request  of  the  Board,  some  topographic  work  was  done  in  the  vicinity 
of  Gatun,  outside  of  the  limits  of  the  French  maps.  Borings  were  taken  acro.ss  the  valleys  along 
the  lines  indicated,  and  this  information  was  forwarded  for  consideration  of  the  Board.  The 
topography  and  the  location  of  the  borings  are  shown  on  Plate  XL  and  the  section  as  determined 
by  these  borings  on  Plate  XII.  These  borings  were  completed  across  the  entire  valley  and 
taken  at  intervals  along  the  surface  of  the  ground  up  to  an  elevation  of  about  86  feet  at  each  end. 
It  is  noted  that  the  elevation  of  the  indurated  clay  follows  very  closely  the  irregularities  in  the 
surface  of  the  ground.  The  borings  were  .also  made  on  the  hill  to  the  east  of  the  Chagres  for 
the  purpose  of  determining  a  site  for  a  lock,  and  this  same  condition  generally  holds,  the  clay 
being  found  between  15  and  20  feet  below  the  surface  of  the  ground. 

Mr.  Stevens  reports,  with  reference  to  the  Gatun  site: 

Extreme  depth,  to  so-called  rock  or  indurated  clay,  was  found  in  the  valley  at  258  feet  below  mean  tide  level 
and  on  the  bank  of  the  west  diversion.  Apparently  there  are  two  deep  and  distinct  valleys  or  gorges  in  this 
material,  with  the  indurated  clay  rising  a  considerable  distance  above  the  mean  low  tide  between  them.  A  flow  of 
water  was  reached  in  several  of  these  holes.  Most  notable  ones  were  at  station  54+51  and  at  station  52+67.  The 
flow  of  water  at  the  former  was  quite  a  strong  one,  and  indicated  emphatically  the  imperviousness  of  the  soil  over- 
lying the  gravel. 

See  section,  Plate  XII. 

The  borings  in  the  vicinity  of  La  Boca  and  Ancon  Hill,  as  well  as  those  of  the  marine  sec- 
tion, are  given  on  Plate  VII.  They  show  the  practicability  of  a  lock  in  the  Ancon-Sosa  .saddle 
and  also  at  the  westerlj'  foot  of  Sosa  Hill. 

The  geological  sections  also  show  depths  to  rock  at  several  points  that  have  been  suggested 
as  suitable  for  dams  required  in  maintaining  a  terminal  lake  in  the  Rio  Grande  Valley. 

The  Commission  and  its  engineering  stafl'  responded  with  great  promptness  to  every  request 
made  upon  it  for  additional  physical  data. 

PBOJECTS  OF  MB.  LINDON  W.  BATES. 

Mr.  Bates  presents  three  projects,  designated  A,  B,  and  B'.  He  does  not  appear  to  attach 
great  importance  to  the  elevations  of  the  lake  surfaces  shown  in  those  projects,  as  the  latter, 
including  the  elevation  of  the  summit  levels  and  terminal  lake  levels,  where  tho,se  features  are 
found,  are  modified  to  almo.st  any  extent  under  his  general  presentation. 


REPORT    OF    BOARD    OP    CONSULTING   ENGINEERS,  PANAMA    CANAL.  25 

The  feature  of  terminal  lakes  is  not  new.  indeed  it  is  as  old  as  the  International  Scientitic 
Congress  at  Paris  in  187U,  one  of  the  man}'  plans  proposed  at  that  time  suggesting  a  dam  at  Gatun. 
Again,  in  1880  Mr.  C.  D.  Ward,  member  of  the  American  Societ\'  of  Civil  Engineers,  advocated 
the  creation  of  a  reservoir  formed  by  a  dam  at  Gatun  for  the  purpose  of  securing  interior  lake 
navigation.  Nearly  two  years  ago  he  again  agitated  the  same  question  in  communications  to 
members  of  the  then  Isthmian  Canal  Commission,  and  published  a  paper  upon  the  same  subject 
in  the  Transactions  of  the  American  Society  of  Civil  Engineers  for  May,  1904.    {See  Appendix  I.) 

Mr.  Bates  appears  to  express  a  preference  for  project  B,  which  contemplates  two  terminal 
lakes,  one  on  the  Caribbean  side  formed  by  a  dam  at  Mindi  called  Lake  Chagres  having  a  maximum 
elevation  of  water  surface  of  83. .5  feet  above  mean  tide,  another  at  the  Panama  end  formed  by  a 
dam  connecting  Ancon  and  Sosa  hills  with  each  other,  and  a  second  dam  from  Sosa  Hill  to  the 
high  ground  on  the  westerly  side  of  the  Bio  Grande  estuar}'.  A  third  dam  would  also  be  needed 
to  prevent  escape  of  water  over  low  land  east  of  Panama,  the  waters  thus  impounded  to  be 
called  Lake  Panama,  with  a  maximum  elevation  of  water  surface  of  27  feet  above  mean  tide. 
He  also  has  an  intermediate  lake  formed  by  a  dam  across  the  Chagres  at  Bohio  called  Lake  Bohio, 
with  the  summit  level  at  a  maximum  elevation  of  62  feet  extending  through  the  continental 
divide  to  Pedro  Miguel. 

This  plan  provides  four  lockages — one  at  Mindi,  one  at  Bohio,  one  at  Pedro  Miguel,  and 
another  between  Ancon  and  Sosa  hills.  A  variant  of  the  plan  contemplates  the  removal  from 
Bohio  to  Gatun  of  the  dam  forming  the  intermediate  lake  or  sununit  level. 

This  project  also  includes  two  terminal  harbors,  one  called  Balboa,  a  small  protected  area 
formed  behind  a  proposed  breakwater  from  the  easterly  side  of  the  southerly  portion  of  Limon 
Bay  consisting  of  two  parts,  the  opening  between  forming  the  entrance  for  the  deep  approach 
channel  from  deep  water  outside  to  the  entrance  of  the  canal  proper,  which  he  locates  at  the 
mouth  of  the  Mindi. 

Another  possible  variant  of  this  plan  is  indicated  by  placing  a  l)reakwater  in  two  parts 
directly  across  Limon  Bay  from  Manzanillo  Point  to  Toro  Point,  with  an  entrance  between  them 
about  1,000  feet  wide,  but  in  the  hearing  before  the  Board  Mr.  Bates  stated  that  he  did  not  con- 
sider this  breakwater  necessary,  and  its  cost  is  not  included  in  his  estimate  of  cost.  (Project  B.) 
For  the  reasons  already  stated  in  the  section  on  harbors  in  this  report  it  is  the  judgment  of  this 
Board  that  the  outer  harbor,  through  which  the  dredged  approach  channel  lies,  must  be  protected 
l^racticalh'  from  the  point  of  its  beginning  in  deep  water  to  the  southerly  limit  of  Limon  Bay. 
This  may  in  a  measure  be  done  by  the  outer  breakwater  shown  on  Mr.  Bates's  plan,  in  which 
case  the  inner  one  could  })e  omitted.  In  making  np  the  estimate  of  cost  of  this  project  the  addi- 
tional cost  of  this  breakwater  should  therefore  be  included. 

The  general  project  of  the  harbor  of  Panama^  forming  the  Pacific  terminus,  is  much  more 
elaborate  than  the  harbor  of  Balboa.  The  former  is  to  be  inclosed  by  two  great  breakwaters, 
one  starting  at  Guinea  Point  and  running  in  a  southeasterly  direction  to  the  island  of  Naos,  and 
the  other  starting  at  Paitilla  Point,  extending  first  nearly  due  south,  then  southwesterly  to  the 
island  of  Perico.  He  proposes  to  dredge  an  entrance  channel  to  the  canal  between  the  islands 
of  Perico  and  Naos  and  running  straight  to  the  lock  in  the  dam  between  Sosa  and  Ancon  hills, 
the  canal  line  nearly  to  Mirafiores  constituting  a  straight  extension  of  the  center  line  of  the 
appi-oach  channel.  This  harbor  is  an  ambitious  one  and  includes  a  naval  station  on  the  north 
side  of  Ancon  Hill.  An  entirely  new  site,  formed  by  tilling  with  the  excavated  material  from 
the  canal,  is  proposed  for  an  extension  of  the  cit}'  of  Panama  many  times  in  extent  the  area 
occupied  by  the  present  city.  He  proposes  some  minor  modifications  of  these  projects  for  new 
harbors,  but  they  do  not  affect  materially  the  character  of  his  harbor  plans.  These  proposed 
terminal  harbors  are  common  to  his  three  canal  projects. 

Project  A  has  a  summit  level  of  27  feet  onh'  above  mean  tide,  maintained  b}'  two  dams,  one 

at  Mindi  and  one  connecting  Ancon  and  Sosa  hills  with  the  high  ground  above  Farfan  Point, 

both  of  these  being  identical  with  the  terminal  dams  of  project  B  in  location,  but  the  foi-mer  is 

of  less  height.     The  peculiarity  of  this  plan  is  the  low  summit  level,  27  feet  above  mean  tide, 

S.Doc.  231,  59-1 7 


26  REPOET   OF   BOABD    OF    CONStTLTING   ENGINEEES,  PANAMA   CANAL. 

extending-  from  Mindi  through  to  the  Panama  terminus,  a  single  lift  lock  being  placed  at  Mindi 
and  another  in  the  Ancon-Sosa  saddle. 

The  remaining  project,  B',  bears  approximately  the  same  relation  to  project  B  that  B  does  to 
project  A.  As  B  is  derived  from  A  by  inserting  an  intermediate  lock  and  summit  level  between 
the  terminal  lakes,  so  B'  may  be  said  to  be  derived  from  B  by  raising  the  summit  level,  intro- 
ducing an  intermediate  lake  between  the  Caribbean  terminal  lake  and  this  level,  and  providing  a 
second  lock  at  Pedro  Miguel.  This  project,  therefore,  contemplates  two  terminal  lake  levels 
formed  bj'  dams  at  Mindi  and  at  Sosa  Hill,  already  described  in  project  A,  with  the  elevation  of 
water  surface  behind  those  dams  27  feet  above  mean  tide;  a  dam  at  Gatun,  behind  which  the 
elevation  of  water  surface  is  brought  up  to  62,  and  finally  a  summit  lake  held  b}-  a  dam  at  Bohio 
forming  the  summit  elevation  at  97  feet  above  mean  tide,  retained  at  the  Pacific  end  liy  a  dam 
and  flight  of  two  locks  at  Pedro  Miguel.  There  are  thus  found  six  locks  in  this  project,  one 
at  Mindi,  one  at  Gatun,  one  at  Bohio,  a  flight  of  two  at  Pedro  Miguel,  and  one  at  the  Ancon- 
Sosa  saddle,  it  being  understood  that  duplicate  locks  are  contemplated  throughout. 

After  a  comprehensive  examination  and  study  of  these  various  projects  the  Board  was 
unanimously  of  the  opinion  that  if  project  A  alone  were  to  be  considered  it  could  not  be  pre- 
ferred to  a  sea-level  plan.  The  low  elevation  of  its  summit  brings  the  volume  of  excavation 
so  near  to  that  necessary  for  a  sea-level  plan  that  the  work  required,  combined  with  that  involved 
in  the  construction  of  the  two  dams  and  the  locks,  possesses  no  economical  advantages  over  that 
required  for  the  canal  at  sea  level.     The  Board,  therefore,  unanimously  disapproves  project  A. 

This  disapproval  leaves  projects  B  and  B'  onlv  to  be  considered.  As  Mr.  Bates  himself 
indicates  a  preference  for  project  B,  the  Board  has  centered  on  it  the  greater  part  of  the  consid- 
eration given  to  these  two  plans.  The  Board  is  unanimously  of  the  opinion  that  the  summit 
level  of  97  feet  above  mean  tide  of  project  B'  should  not  receive  approval. 

The  papers,  including  plans  and  other  information  first  submitted  by  Mr.  Bates,  did  not 
include  a  detailed  statement  of  the  amounts  of  woi'k  required  to  be  done  or  of  the  items  of  cost 
of  the  different  classes  of  work  included.  Upon  request  of  the  Board,  however,  Mr.  Bates  sub- 
mitted supplementary  profiles  and  sections  of  prism  of  the  three  projects  or  parts  of  those 
projects,  with  a  tabulation  of  approximate  quantities  of  excavation  required  under  the  three 
different  plans.  These  approximate  quantities  were  not  given  in  sufficient  detail  to  enable  the 
totals  to  be  satisfactorily  checked  or  confirmed,  nor  were  those  approximate  quantities  so  classi- 
fied as  to  exhibit  the  amounts  of  hard  and  soft  material  required  to  be  excavated  or  the  amounts 
of  the  different  classes  of  work  to  be  performed  for  the  appurtenant  structures  such  as  locks, 
dams,  and  other  main  featui'es.  It  has,  therefore,  been  impracticable  to  verity  the  lump  or 
partially  detailed  estimates  of  cost  set  forth  in  the  papers  and  plans  submitted  by  Mr.  Bates. 
Under  such  circumstances  it  is  impossible  to  deduce  close  approximate  quantities  of  work 
required  to  be  performed  in  the  execution  of  the  plans,  or  a  reasonablj-  close  estimate  of  cost  of 
the  entire  work  or  of  its  various  parts.  The  Board  has  made  as  close  a  comparison  as  possible 
between  the  total  itemized  quantities  of  excavation  submitted  by  Mr.  Bates  and  the  more  or  less 
corresponding  quantities  computed  by  the  Board  for  its  own  purposes.  It  has  further  coordi- 
nated for  use  in  estimating  the  cost  of  the  work  under  plan  B  its  ovn' n  estimates  of  costs  for  such 
appurtenant  works  as  locks,  dams,  breakwaters,  and  other  similar  main  features  of  the  canal 
project. 

The  items  of  excavation  given  in  his  supplementary  "Graphic  diagram  of  approximate 
quantities"  appear  to  be  less  than  those  which  the  Board  would  estimate  for  the  same  purpose, 
but  if  the  unit  prices  adopted  by  the  Board  be  applied  to  the  quantities  for  project  B  as  given  b}' 
Mr.  Bates,  the  total  cost  of  excavation  alone,  after  deducting  the  useful  French  work,  will  be 
$85,289,500.  To  this  sum  is  to  be  added  the  estimated  costs  of  the  dams  and  locks  at  Mindi, 
Gatun  or  Bohio,  Pedro  Miguel,  near  Panama,  Ancon-Sosa,  La  Boca,  and  other  large  features  of 
the  plan,  besides  the  breakwaters  and  other  works  at  the  two  terminal  harbors,  and  the  regulating 
dams  at  Gamboa  and  other  points  on  the  Chagres,  as  indicated  in  his  plans.  His  allowances  for 
these  various  main  portions  of  the  work  other  than  excavation  seem  to  be  insufficient.     If  these 


KEPOET    OF   BOAKD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  27 

works  be  allowed  for  on  the  same  basis  as  corresponding  works  in  the  Board's  plans  the  total  cost 
of  the  entire  project  B,  without  adding  any  percentage  for  contingencies  or  other  allowances, 
will  approximate  about  $160,<  1(1(1,000.  To  this  must  be  added  a  large  but  indeterminate  sum 
for  the  great  extent  of  country  flooded  by  the  terminal  lakes,  particularly  Lake  Chagres  or  Lake 
Bohio  if  Gatun  rather  than  Bohio  be  adopted  for  the  location  of  the  dam  creating  the  summit- 
level  lake.  This  inundated  land  includes  a  large  portion  of  the  most  valuable  lands  in  the  Canal 
Zone  and  its  near  vicinity.  It  would  include  many  villages  along  the  line  of  the  railroad  between 
Mindi  and  La  Boca,  besides  lands  devoted  to  grazing  and  dairy  purposes  as  well  as  many  banana 
plantations.  It  is  quite  impossible  at  this  time  to  estimate  the  damages  which  the  United  States 
Government  would  have  to  pay  for  these  submerged  lands,  but  if  past  experiences  in  this  field 
are  anj'  guide  in  making  this  estimate  the  sum  would  be  very  large.  This  question  is  also 
complicated  b}'  the  doubtful  validity  of  titles  of  many  parcels  of  land  claimed  to  be  owned  by 
private  parties. 

The  land  damages  alluded  to  do  not  cover  the  lands  which  would  be  requii-ed  for  the  regu- 
lating lakes  at  Gamboa  and  above  that  point  on  the  Chagres  River.  While  compensation  would 
have  to  be  made  for  these  damages,  that  district  is  comparatively  uninhabited  and  the  amount  of 
compensation  would  be  relatively  small:  but  this  is  an  outlay  practicalh'  common  to  all  projects 
in  which  the  control  of  the  Chagres  is  to  be  effected  at  Gamboa  or  at  points  above. 

The  extended  examination  which  the  Board  has  given  to  Mr.  Bates's  project  B  fails  to  indi- 
cate that  the  work  embraced  by  it  can  be  completed  for  a  sum  much  less  than  an  amount  nearlj' 
50  per  cent  in  excess  of  his  estimate  of  S134,000,000,  including  the  additional  cost  for  the 
outer  breakwater  in  Limon  Bay  and  the  same  20  per  cent  for  contingencies,  sanitation,  and 
policing  used  in  the  other  estimates  of  this  Board.  There  can,  therefore,  be  no  material  economy 
in  the  adoption  of  this  plan. 

At  Obispo,  where  the  Chagres  cuts  the  canal  line,  Mr.  Bates  introduces  a  feature  which  he 
calls  the  Obispo  triangle,  designed  to  divide  the  flood  waters  of  the  Chagres  entering  the  canal 
into  two  equal  portions,  one  to  flow  through  the  canal  prism  toward  Panama  and  the  other 
toward  Colon.     The  accomplishment  of  this  result  is  practically  an  impossibilitj-. 

The  assumption  is  unwarrantable  that  a  large  volume  of  water  introduced  at  the  middle 
point  of  a  channel  over  20  miles  long,  which  in  the  dry  season  is  an  ordinary  canal  and  which 
in  the  rainy  season  receives  lateral  contributions  varying  with  the  locus  of  local  downpour,  will 
automatically  divide  itself  into  two  equal  volumes  flowing  in  opposite  directions. 

Water  levels  will  determine  the  flow  at  the  central  point,  and  local  deposits  with  erosions 
caused  by  the  excessive  discharges  will  completely  destroy  the  conditions  necessary  for  the  equal 
and  opposite  flows  which  he  assumes. 

That  some  of  the  waters,  the  quantity'  to  be  determined  by  experience,  would  seek  exit  to 
the  south  through  the  canal  prism  is  probable,  and  the  sea-level  plan  contemplates  such  a 
southern  diversion,  but  it  is  not  claimed  that  it  would  be  automatic  and  equal.  As  the  distance 
to  the  Pacific  is  less  than  to  the  Caribbean  the  hydraulic  gradient  will  be  steeper,  and  the  flow  in 
the  sea-level  canal  would  be  controlled  by  the  regulating  sluices  proposed;  but  the  diversion  of 
any  part  of  the  Chagres  flow  to  the  Pacific  is  not  an  essential  feature  of  said  plan. 

Furthermore  the  Board  believes  that  the  proposed  method  of  control  of  the  Chagres,  by  a 
number  of  small  reservoirs  at  Gamboa  and  above  that  point  on  the  river,  will  be  less  efl'ective  and 
more  expensi  maintain  than  that  resulting  from  the  construction  of  a  single  larger  reservoir 

with  a  suitable  dam  at  Gamboa.  It  is  the  further  judgment  of  the  Board  that  the  proposed 
designs  for  the  dams,  dikes,  or  barrages  proposed  to  be  constructed  at  La  Boca,  Mindi,  Gatun, 
or  Bohio  do  not  show  the  incorporation  of  such  features  of  construction  as  will  give  reasonable 
assurance  of  their  stability  or  efficiency  for  the  purposes  contemplated,  and  that  a  proper 
provision  for  those  features  would  greatly  swell  the  costs  indicated  by  Mr.  Bates. 

Again,  Mr.  Bates  has  outlined  no  method  and  has  apparently  given  no  consideration  to  such 
procedures  as  would  be  required  to  transform  the  work  executed  under  his  project  B  to  a 
sea-level  canal,  nor  has  he  made  any  estimates  of  cost  whatever  for  such  transformation.     It  is 


28  REPOKT    OF    BOAKD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL. 

obvious,  however,  that  the  work  of  transformation  would  be  very  costly  and  that  the  expense  of 
that  work  would  swell  to  an  excessive  or  even  prohibitory  amount  the  ultimate  cost  of  the 
sea-level  canal  so  attained. 

This  project  is  less  well  adapted  for  transformation  to  a  sea-level  canal  than  the  lock  plan 
with  a  summit  elevation  of  *>0  feet  above  mean  tide  adopted  by  the  Board  for  comparison, 
although  the  difference  between  the  two  is  not  great.  Such  difference  as  exists  is  found  chieHy 
in  the  more  costly  structures  of  Mr.  Bates's  project,  such  as  the  dam  and  spillway  at  Pedro 
Miguel  and  the  works  at  the  Obispo  triangle,  and  in  the  less  effective  system  of  control  of  the 
(.'hagres  floods.  Much  more  elaborate  harbor  constructions  and  the  more  costly  character  of 
their  appurtenant  works  chiefly  account  for  the  excess  of  the  estimated  cost  of  Mr.  Bates's 
project  B  over  that  of  the  fiO-foot  summit  level  lock  plan  of  the  Board,  to  which  allusion  has 
already  been  made. 

Finally,  this  Board  believes  that  on  the  grounds  of  both  first  and  ultimate  economy,  for 
safety  in  construction  and  operation,  and  in  adaptability  for  transformation  to  a  sea-level  plan, 
the  lock  plan  above  referred  to,  adopted  b_v  the  Board  for  purposes  of  comparison,  is  to  be  pre- 
ferred to  Mr.  Bates's  project  B. 

It  has  been  urged  by  Mr.  Bates  that  the  health  conditions  would  l)e  nuuh  impro\ed  if 
the  plan  he  proposes  should  be  adopted  of  submerging  the  valleys  of  the  Chagres  and  Rio 
Grande  and  converting  those  broad  areas  into  fresh-water  lakes.  It  is  now  the  generally 
accepted  theory  of  sanitarians  that  the  mosquito  which  causes  j^ellow  fever  breeds  only  in 
vessels  and  pools  of  fresh  water  in  the  houses  and  in  their  immediate  proximity.  If  this  is 
accepted  as  fact  we  should  not  expect  that  the  existence  or  nonexistence  of  broad  expanses  of 
fresh  water  would  have  any  influence  upon  the  occurrence  and  spread  of  yellow  fever.  In 
the  margins  of  lakes  and  ponds  the  malaria  mosquito  woidd  breed,  and  on  the  other  hand  the 
submergence  of  the  sites  of  present  villages  would  deeply  flood  and  destroy  the  present  habitat  of 
the  anopheles,  but  they  would  find  new  breeding  places  in  the  shallow  margins  of  the  lakes;  since 
these  lakes  could  not  be  formed  until  the  canal  is  completed,  the  health  conditions  as  affected  by  the 
malaria  mosquito  would  not  be  changed  during  construction.  If  the  sea-level  plan  be  accepted, 
the  ultimate  drainage  will  be  far  below  the  earth's  surface  nearly  throughout,  and  the  desiccation 
of  stagnant  pools  and  marshy  surfaces  near  the  canal  will  be  easy.  There  will  be  no  lake  margins 
near,  and  the  canal  will  at  all  times  be  the  ultimate  receptacle  of  all  surface  drainage  and  will 
contain  onh'  clear  water  flowing  through  a  channel  with  steep  sides,  which  water  will,  near  the 
termini,  be  salt  or  brackish  and  in  the  dry  season  salt  throughout.  All  things  considered,  it  is 
not  probable  that  the  conditions  as  respects  malaria  would  be  materially  different  whichever  be 
the  plan  adopted:  but  if  there  is  a  difference,  the  sea-level  waterway  will  be  more  favorable  to 
health  conditions. 

That  the  Isthmus  would  continue  to  be  pest  ridden  unless  the  transit  be  effected  through 
submerged  valleys  is  rejected  by  the  Board  as  without  any  basis  of  sound  argument  or  fact. 
The  present  transit  of  the  Isthmus,  which,  with  voluntary  and  necessary  detentions  usually 
oc<',upies  at  least  a  day,  has  not,  so  far  as  disclosed,  for  a  quarter  of  a  century  been  attended  with 
jeopardy  to  healtii,  and  under  no  conceivable  conditions  of  transit  by  ocean  steamers  is  it  believed 
that  serious  dangers  would  be  incurred  by  the  passengers  and  crews  of  the  vessels.  The  health 
of  the  marine  battalion  that  has  been  serving  on  the  Isthmus  for  two  3'ears  has  been  uniformly 
good.  Mo  member  of  the  command  has  contracted  yellow  fever  and  there  has  been  no  death 
from  malaria. 

For  all  the  above  reasons  the  Board  disapproves  the  adoption  of  project  B  of  Mr.  Bates's 
system  for  the  construction  of  the  Panama  Canal. 

PLAN  OF  MR.   P.   BUNAU-VAKILLA. 

Ml-.  Bunau-Varilla  proposes  to  construct  a  lock  canal  with  a  high  summit  level,  and  after  its 
completion  to  proceed  with  its  transformation  into  a  sea-level  canal.  He  estimates  the  time 
required  to  complete  the  lock  canal  at  four  years,  with  a  summit  level  at  elevation  130.     The 


EEPOKT    OF    BOARD    OF    CONSULTING   ENGINEERS-,  PANAMA    CANAL.  29 

transformation  will  reciuire  a  widening-  as  well  as  a  deepening  of  all  channels  above  sea  level. 
The  widening  above  water  is  to  be  done  tirst  b}'  the  ordinary  methods  for  excavation  in  the  dry, 
but  all  excavation  below  water  is  to  be  by  dredging.  By  using  water  power  to  develop  electricity 
for  the  dredges  and  other  machinery  he  estimates  that  the  work  can  be  done  at  a  ver}'  low  cost. 

In  a  succeeding  section  the  Board  has  indicated  its  judgment  that  any  lock  canal  may  be  trans- 
formed in  some  manner  into  a  sea-level  canal,  so  that,  if  time,  cost,  and  danger  be  left  out  of 
consideration,  the  change  can  be  made  without  sensible  interference  with  tratfic.  If  the  latter 
condition  were  observed  rigidly  the  time  and  cost  would  be  greatly  increased,  and  it  is  probable, 
in  oi'der  to  avoid  such  extraordinary  inci'ease,  that  some  interference  with  traffic  would  be  tol- 
erated in  the  process  of  transformation,  as  in  many  canals  or  navigated  waterways  the  depths  and 
widths  of  which  have  been  increased. 

Mr.  Bunau-Varilla  has  outlined  to  the  Board  a  very  ingenious  procedure  to  be  followed  in 
etiecting  such  a  transformation,  with  special  reference  to  the  difficulties  of  eliminating  the  locks 
successively  and  of  disposing  of  the  excavated  materials.  If  the  locks  were  of  single  lifts  (as 
would  be  the  case  in  the  lock-canal  project  with  summit  level  at  elevation  HO),  he  would  modify 
their  construction  by  placing  the  gate  sills  for  the  upper  ends  of  locks  at  the  level  of  the 
canal  bottom  below  instead  of  above  the  lock,  the  latter  being  the  usual  practice.  This  would 
result  in  adding  greatly  to  the  weight  of  these  gates,  making  them  a  little  less  convenient 
to  operate.  With  locks  so  arranged  the  canal  above  the  lock  could  be  deepened  in  moder- 
ate stages,  of  live  to  ten  feet  for  example,  during  which  process  the  full  depth  of  -iO  feet  of 
water  would  be  maintained  in  the  canal  and  no  excavation  would  be  required  in  depths  exceeding 
45  or  50  feet.  After  this  amount  of  deepening  tliroughout  the  summit  level  the  water  would  be 
lowered  by  the  same  amount  and  the  process  repeated  sufficiently  to  depress  this  level  to  those 
adjacent,  when  all  the  gates  in  the  upper  level  could  be  thrown  open.  Before  any  further 
lowering  could  be  commenced  it  would  be  necessary  to  remove  the  doors  of  the  duplicate  locks, 
one  lock  at  a  time,  while  open  navigation  would  be  maintained  through  the  other. 

If  the  locks  were  in  tiights  of  two  or  more,  the  modification  in  the  original  construction 
would  not  be  so  simple;  in  each  lock  below  the  upper  one  an  additional  pair  of  gates  woidd  be 
placed  near  the  upper  end,  so  that  when  the  gates  and  floor  of  the  upper  lock  were  all  removed 
and  the  site  deepened  the  additional  pair  could  be  used  as  upper  gates.  Until  the  completion  of 
the  change  the  provision  of  additional  gates  would  lengthen  the  locks  about  100  feet,  and  thus 
increase  the  time  required  for  tilling  and  emptying  and  encroach  on  the  water  suppl3'.  The 
process  of  transforming  the  canal  would  be  the  same  as  for  a  (Mnal  with  single  locks  up  to  the 
point  when  the  gates  of  the  upper  lock  are  thrown  open  after  the  level  aliove  has  been  lowered 
by  an  amount  equal  to  tlie  lift  of  that  lock.  The  transformation  would  then  become  more 
difficult,  because  if  one  lock  were  closed  to  remove  the  floor  there  would  be  lock  navigation 
instead  of  open  navigation  through  the  other  one,  and  if  the  traffic  were  heavy  it  might  be 
necessary  to  build  a  third  flight  so  as  to  have  two  in  constant  use;  and  the  provision  of  a  third 
flight  might  be  demanded  for  the  security  of  the  navigation  so  that  duplicates  might  always 
be  in  readiness,  except  during  short  periods  when  one  was  being  repaired  or  the  machinery 
refitted.  It  seems  probable  that  it  would  be  judicious  to  provide  the  third  flight  of  locks  before 
beginning  the  transformation,  and  if  this  were  done  any  desired  change  could  be  made  in  the 
same  by  successively  closing  them  to  navigation  until  the  changes  were  made,  and  with  such 
third  flight  the  modiflcations  suggested  by  Mr.  Bunau-Varilla,  which  would  be  objectionable  in  a 
lock  canal,  would  be  dispensed  with. 

For  disposing  of  materials  excavated  during  the  transformation  Mr.  Bunau-Varilla  proposes 
to  construct  a  flight  of  locks  which  would  connect  the  elevation  of  sea  level  with  the  surface  of 
Lake  Gamboa,  and  use  this  lake  as  a  dumping  ground  for  materials  dredged  from  the  canal. 
Such  of  these  locks  as  were  below  the  surface  of  the  summit  level  of  the  lock  canal  would  have 
to  be  built  before  any  raising  of  the  watei-  in  the  t^hagres,  and  all  would  have  to  be  built  before 
beginning  the  transformation.  The  lower  locks  would  be  submerged,  and  would  not  be  used 
until  they  emerged  with  the  successive  lowering  of  the  summit  level.     With  this  communication 


30  REPORT   OP   BOARD   OF   CONSULTING   ENGINEERS,  PANAMA    CANAIi. 

with  Lake  Gamboa  it  would  not  be  necessary  at  any  time  to  pass  barges  loaded  with  excavated 
materials  through  the  canal  locks,  and  interference  at  the  locks  with  navigation  would  be  entirely 
avoided. 

This  method  of  disposing  of  dredged  material  is  feasible  but  not  inexpensive,  and  although 
the  disposal  of  a  large  volume  in  Lake  Gamboa  would  reduce  to  some  extent  its  efficiency  for 
flood  control  and  for  catching  silt,  the  volume  of  the  lake  would  be  so  great  that  this  reduction 
would  not  be  important.  If  a  lock-canal  project  with  a  small  terminal  lake  on  the  Atlantic  side 
should  be  adopted,  alternatives  to  the  plan  of  disposal  submitted  by  Mr.  Bunau-Varilla  would 
be  to  pass  the  barges  with  excavated  material  through  the  canal  locks  to  sea,  from  which  some 
interference  with  navigation  might  result,  or  to  rehandle  the  greater  part  of  the  dredged  mate- 
rial at  various  points  along  the  canal  and  deposit  it  on  the  areas  above  water  level,  which  would 
be  expensive.  With  summit  level  at  elevation  85,  extending  northward  to  Gatun,  a  vast  amount 
of  excavated  material  could  be  dumped  in  the  low  areas  in  Lake  Gatun  above  Bohio  until  the 
summit  level  were  lowei'ed  to  about  elevation  60,  and  between  Bohio  and  Gatun  until  the  summit 
level  were  lowered  to  about  elevation  30.  Of  the  relatively  small  amount  of  material  then 
remaining,  the  portion  suitable  for  suction  dredging  could  be  pumped  to  higher  elevations  and 
the  remainder  could  be  passed  through  the  canal  locks  to  sea  without  very  serious  or  prolonged 
interference  with  navigation;  or,  if  this  limited  interference  were  found  inadmissible,  it  could  be 
transferred  from, barges  to  cars  and  disposed  of  at  some  suitable  dumping  ground.  Although 
the  unit  cost  of  such  rehandling  would  be  considerable,  the  volume  would  be  small  compared 
with  the  amount  to  be  disposed  of  in  a  similar  manner  if  the  (iO-foot  level  were  adopted  for  the 
summit  and  the  30-foot  level  for  the  stretch  between  Bohio  and  Gatun. 

The  claim  made  by  Mr.  Bunau-Varilla  that  the  excavation  required  for  the  transforma- 
tion can  be  done  at  low  cost  rests  mainly  on  the  expectation  that  by  the  use  of  electric 
power,  developed  at  the  Gamboa  dam  and  distributed  along  the  line,  the  expense  for  fuel 
for  generating  steam  will  be  eliminated  and  the  cost  of  all  mechanical  operations  reduced  by 
what  appears  to  the  Board  to  be  a  much  exaggerated  estimate  of  the  economies  thus  effected, 
and  on  the  further  expectation  that  excavation  can  be  made  at  very  much  less  cost  by  dredg- 
ing than  in  the  dry.  This  reduced  cost  of  dredging  is  probably  true  for  sand,  clay,  or 
other  materials  that  can  be  moved  without  being  shattered  by  some  preliminary  process, 
but  nearly  all  the  materials  to  be  dredged  for  the  transformation  are  classified  in  the  Board's 
estimates  as  rock,  and  will  have  to  be  loosened  by  blasting  under  water,  by  breaking  or 
pulverizing,  as  in  the  Lobnitz  method,  or  by  such  other  methods  as  may  be  devised.  More- 
over, it  must  be  remembered  that  the  greater  part  of  the  dredging  is  to  be  done  under  -iO 
to  50  feet  of  water,  which  will  add  much  to  the  cost.  The  unit  prices  adopted  by  the 
Board  represent  its  best  judgment  in  regard  to  the  cost  of  excavating  the  several  classes  of 
materials  which  the  transformation  would  require  with  the  best  methods  and  appliances  now 
in  use.  Comparison  of  the  cost  of  first  constructing  a  lock  canal  and  then  lowering  it  to  sea 
level  with  the  cost  of  making  the  latter  canal  at  once,  on  the  basis  of  adopted  unit  prices,  shows 
that  the  removal  of  nearly  all  the  material  under  water  by  subaqueous  blasting  or  otherwise 
shattering,  and  then  dredging,  would  cost  much  more  than  if  taken  out  in  the  dry;  and  hence, 
as  is  shown  in  a  following  section  of  this  report,  the  final  cost  of  a  sea-level  canal  ultimately 
secured  by  the  process  of  transformation,  and  of  the  channel  dimensions  adopted,  would  be 
about  $100,000,000  greater  than  by  immediate  construction,  without  taking  into  account  the 
loss  of  the  costly  locks  and  other  structures  abandoned  or  demolished  after  reduction  to  sea  level. 

The  advantages  claimed  to  he  secured  by  Mr.  Bunau-Varilla  by  his  method  of  excavation  of 
successive  strata  without  occupation  of  the  navigation  channel  would  be  realized  only  when  the 
side  slopes  are  not  steep,  the  advantages  increasing  with  gentle  slopes  and  disappearing  as  the 
slopes  become  more  nearly  vertical.  Inasmuch  as  by  far  the  greater  part  of  the  under- water 
excavation  in  his  process  of  transformation  would  be  made  in  material  classed  as  rock,  large 
portions  of  the  side  slopes  might  be  as  steep  as  four  vertical  on  one  horizontal,  and  a  very  small 
portion,  if  any  of  them,  will  be  less  steep  than  three  vertical  on  two  horizontal.  It  is  therefore 
probable  that  little  would  be  gained  through  this  special  feature  of  Mr.  Bunau-Varilla's  plan. 


BEPOBT    OF   BOAKD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL.  31 

While  it  is  possible  that  the  actual  cost  might  be  lessened  by  improvements  in  means  and  methods 
yet  to  be  developed,  it  would  not  be  prudent  to  assume  this  and  reduce  the  estimate  given  above. 

Mr.  BunauVarilla  estimates  the  time  required  to  build  a  high-level  lock  canal  at  four  years. 
Although  smaller  locks  than  those  proposed  by  the  Board  or  those  required  by  the  act  of  Con- 
gress under  which  the  canal  construction  has  been  commenced  might  be  defended  for  a  canal 
built  for  temporary  purposes,  they  would  have  to  accommodate  war  ships  of  the  largest  size  as 
well  as  large  commercial  ships,  and  could  not  be  made  as  small  as  those  proposed  by  the  New 
Panama  Canal  Company,  which  were  to  be  82  feet  wide  with  a  useful  length  of  738  feet.  The 
Comite  Technique  estimated  that  the  construction  of  the  Bohio  locks  would  require  four  j^ears 
after  the  excavation  was  practically  completed,  and  no  shorter  period  has  been  suggested  by 
any  later  commission.  Mr.  Bunau-Varilla's  project  not  only  pi'ovides  more  locks  along  the 
canal  line  than  any  o.ther  plan,  but  also  requires  the  construction,  as  part  of  the  original  work, 
of  those  locks  of  the  flight  leading  from  sea  level  to  Lake  Gamboa  which  are  founded  below  the 
summit  level  of  his  plan.  ^Making  due  allowance  of  time  to  provide  suitable  excavating  plant 
and  to  make  the  excavations  at  the  several  lock  sites,  the  term  of  four  j'ears  is  far  too  short  for 
the  work  to  be  done. 

After  a  full  and  careful  consideration  of  all  the  features  of  Mr.  Bunau-Varilla's  plan,  the 
Board  is  of  the  opinion  that  it  should  not  be  adopted  for  the  Panama  Canal  for  the  following 
reasons,  which  have  already  been  indicated: 

1.  The  construction  of  the  large  locks  required  under  the  present  law  and  necessary  for  the 
accommodation  of  the  traffic  seeking  the  canal  after  its  completion  makes  it  quite  impossible  to 
complete  the  preliminary  lock  canal  even  nearly  within  the  period  stated. 

2.  The  excessive  cost  of  transformation  added  to  the  loss  of  costly  locks  and  other  appurte- 
nant structures  required  bj-  the  preliminary  lock  canal. 

3.  If  the  lock  canal  is  likely  to  be  retained  for  manj'  j^ears  it  should  be  made  for  the  most 
efficient  service  and  not  be  encumbered  with  modifications  in  lock  construction  which  would  prove 
inconvenient  in  use. 

PLAN  OF  THE  ISTHMIAN  CANAL  COMMISSION,  1901. 

This  plan  was  submitted  to  the  Board  and  has  received  careful  consideration.  The  plan  as 
described  in  detail  in  the  reports  of  the  Commission  is  here  referred  to  only  as  respects  certain 
features. 

The  depth  proposed  for  the  excavated  channel  was  35  feet  and  the  l)ottom  width  1.50  feet, 
except  in  Colon  Harbor  where  500  feet  was  proposed,  in  Panama  Baj'  200  feet,  and  in  submerged 
excavated  channels  in  Lake  Bohio  200  feet.  The  summit  level  was  to  be  at  a  maximum  of  90 
feet,  attained  by  two  locks  on  the  Atlantic  side  at  Bohio,  and  on  the  Pacific  side  by  one  at  Miraflores 
and  two  at  Pedro  Miguel.  The  locks  were  to  have  a  clear  length  of  740  feet  and  width  of  84  feet. 
An  earth  dam  with  masonry  core  wall  at  Bohio  was  to  form  a  lake  in  the  Chagres  Vallej'  above 
that  point,  with  elevation  of  surface  varying  from  82  to  90  feet.  The  alignment  was  the  same  as 
that  of  the  French  lock  plan.  The  entrance  to  the  canal  at  Colon  required  a  double  curvature, 
the  radius  of  one  of  the  curves  being  3,281  feet.  The  total  cube  of  excavation  was  estimated  at 
94,863,703  cubic  yards;  the  cost,  with  20  per  cent  for  contingencies,  was  fixed  at  ^144,233,358, 
and  the  time  of  completion  ten  years. 

As  stated  in  another  part  of  this  report,  the  Spooner  Act  authorized  the  construction  of  an 
isthmian  canal  and  fixed  certain  conditions  respecting  dimensions  and  capacitj'  which  were  not 
within  the  cognizance  of  those  who  recommended  the  plan  of  1901.  If  the  canal  then  contem- 
plated were  now  in  existence  it  would  not  afl'ord  passage  to  the  largest  ships  now  in  course  of 
construction. 

The  plan  contemplated  five  lift  locks — works  which  the  Board  believes  should  not  be  used  if 
a  convenient  and  safe  passage  is  to  be  provided  for  the  largest  existing  and  expected  vessels  at  a 
cost  in  time  and  money  which  is  reasonable;  the  plan  under  consideration  would  not  fulfill 
present  and  future  requirements. 


32  REPORT    OF   BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

The  Board  has  therefore  found  itself  unable  to  recommend  the  Isthmian  Commission's  plan 
of  1901  for  adoption  M'  the  Government,  nor  does  it  believe  that  any  moditication  of  that  plan 
involving  the  use  of  lift  locks  should  be  adopted  for  the  Panama  Canal. 

PLAN  OF  MAJ.  CASSIUS  E.  GILLETTE,  V.  S.  ARMY. 

Among  the  papers  sul)mitted  to  the  Board  was  an  article  by  Maj.  Cassius  E.  Gillette,  Corps 
of  Engineers,  U.  S.  Army,  which  had  been  printed  in  the  Engineering  News  of  July  27,  1905. 
The  ai-ticle  is  entitled  '"The  Panama  Canal:  Some  serious  objections  to  the  sea-level  plan." 
Under  this  heading  occurs  a  general  description  of  the  various  canal  plans,  ending  with  a 
description  and  recommendation  bv  the  author  of  a  plan  for  a  100-foot  summit  level  canal. 

He  states  that  the  engineering  work  is  best  which  accomplishes  the  desired  object  at  the  least 
expense,  and  also  that  the  cost  of  a  canal  is  made  up  of  the  first  cost,  with  that  of  operation  and 
maintenance,  and  the  cost  of  enlargement,  the  latter  being  a  veiy  important  matter,  as  is  shown 
b\'  the  historj'  of  all  existing  canals.  Mention  is  made  of  the  work  being  done  on  existing  canals 
at  the  present  time,  and,  in  the  opinion  of  the  author,  the  best  canal  would  be  one  that  could  be 
most  easily  enlarged.  He  thinks  that  the  lock  canal  can  be  more  easily  changed  and  its  capacity 
increased. 

He  points  out  the  advantages  to  be  obtained  by  a  canal  with  a  high  dam  at  Gatun,  with 
reference  to  the  elements  of  cost,  time  of  coivstruction,  serviceal)leness.  and  ease  of  enlargement. 

In  his  opinion  the  question  of  sediment  has  not  been  heretofore  sufficiently  considered,  and 
a  description  of  the  topographical  features  of  the  country  as  affecting  sediment  in  the  streams  is 
given.  The  problem  of  disposing  of  sediment  with  a  sea-level  canal  is.  in  the  author's  opinion, 
a  serious  one. 

It  is  alleged  that  large  ships  would  have  difliculty  in  navigating  the  present  Atlantic  entrance 
in  the  high  winds  which  prevail  in  that  vicinity,  on  account  of  the  sharp  reverse  curve  necessary 
to  enter  the  canal.  He  recommends  practically  a  straight  line  for  the  canal  from  Gatun  to  deep 
water  in  Limon  Bay,  almost  exactly  the  line  which  has  lieen  recommended  by  the  Board  in  the 
sea-level  plan. 

Objection  is  made  to  a  high  earth  dam  with  a  masonry  core  at  Gamboa.  He  suggests  that  a 
masonry  core  really  converts  a  dam  from  an  earth  and  rock  structure  into  an  inefficient  masonry 
work,  and  that  by  the  stoppage  of  all  seepage  water  the  rock  and  cla}'  above  the  dam  become 
thoroughly  saturated,  and  the  large  proportion  of  soluble  clay  in  its  composition  would  make  it, 
so  far  as  pressure  is  concerned,  heavier  than  water  and  increase  the  thrust. 

Major  Gillette  advocates  a  100-foot  summit  level  canal  with  a  dam  at  Gatun.  This  will 
provide,  in  his  opinion,  a  lake  having  an  area  of  at  least  100  square  miles,  subject  to  very  slight 
fluctuations,  and  capable  of  settling  for  ages  all  the  mud  that  the  streams  would  bring  into  it;  it 
would  also  supplj'  all  the  water  necessary  for  lockages  and  would  give  a  straight  channel 
between  Bohio  and  Gatun. 

The  proposed  dam  at  Gatun  is  of  earth,  with  a  core  of  impervious  material.  To  prevent 
.seepage  under  the  dam  a  method  is  suggested  of  using  steel  sheet  piles  driven  to  a  depth  of 
about  60  feet,  and  then  to  drive,  in  sections  to  bed  rock  immediately  alongside  of  this  sheeting, 
three-inch  pipes,  five  to  six  feet  apart,  through  which  is  to  be  forced  cement  grout. 

The  project  under  discussion  assumes  a  flight  of  three  locks  whose  usable  dimensions  are  900 
feet  in  length  by  90  feet  in  width,  with  lifts  of  35,  35,  and  30  feet.  The  author  thinks  the 
prejudice  against  locks  of  greater  lifts  than  35  feet,  based  upon  difficulties  inherent  to  gates  with 
miter  sills,  may  be  overcome  by  the  use  of  floating  caisson  gates.  The  estimate  for  the  flight  of 
locks  at  Gatun  is  $4,900,000.     It  is  evident  that  this  is  for  a  single  flight  of  locks. 

Many  of  the  criticisms  of  the  various  suggested  canal  plans  are  the  same  which  have  been 
made  in  the  sessions  of  the  Board,  whose  plan  is  the  logical  development  as  a  correction  of  the 
defects  of  previous  plans.  The  Board  has  adopted  a  line  for  the  canal  from  Gatun  to  deep  water 
which  is  practically  the  one  recommended  by  Major  Gillette. 

His  criticism  of  a  high  earth  dam  with  a  masonry  core  at  Gamboa  is  worthy  of  atten- 
tion.    This  matter  has  been  considered  by  the  Board,  and  in  its  plans  the  proposed  estimate 


REPORT    OF    BOAED    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL.  33 

of  the  Gamboa  dam  has  been  made  large  enough  for  the  construction  of  a  dam  of  masonry 
throughout. 

The  dimensions  of  the  Gatun  dam  are  very  simihir  to  those  recommended  by  several  members 
of  the  Board  in  its  discussion,  for  example,  of  the  S5-foot  summit  level  plan.  His  estimate  of 
cost,  however,  appeal's  to  be  too  small.  The  Lock-Canal  Committee  of  the  Board  estimated  for  a 
dam  at  Gatun  for  a  lake  level  of  this  height,  with  its  spillway  and  regulating  works  but  without 
any  arrangements  to  stop  seepage  under  the  dam,  a  total  of  S^8,(iU0,00O.  Major  Gillette,  for  his 
KiO-foot  summit  level,  estimates  $2,SOn,oOO.  It  is  probable  that  one  cause  of  this  discrepancy  is 
the  fact  that  the  Board  has  had  the  advantage  of  recent  surveys,  which  show  that  the  maps  from 
which  Major  Gillette  worked  were  inaccurate. 

The  objection  to  a  dam  at  this  site  has  already  lieen  set  forth  in  the  discussion  on  dams. 

The  Board  is  unable  to  approve  the  suggested  method  of  preventing  seepage  under  this  dam 
on  account  of  its  cost  and  doubt  as  to  its  etiectiveness  as  applied  to  that  site. 

The  Lock-Canal  Committee  of  the  Board,  in  its  estimate  for  the  85-foot  summit  level  with 
flights  of  three  locks  each,  having  less  lift  but  somewhat  greater  length  and  width,  viz,  1,000 
by  100  feet,  arrived  at  the  sum  of  ^7.410.000  for  each  flight.  It  is  very  evident  to  the  Board 
that  the  estimates  of  cost  given  by  Major  Gillette  throughout  his  paper  are  very  much  too  small. 

THE    60-FOOT    SUMMIT    LEVEL   PROJECT   ADOPTED   FOR    COMPARISON   WITH    THE 

SEA-LEVEL   PROJECT. 

This  plan  provides  for  a  sunmiit  level  of  moderate  height  and  for  corresponding  dams.  Such 
a  canal  could  be  built  in  somewhat  less  time  than  one  at  sea  level.  It  would  have  duplicate  locks 
throughout  of  one  lift  only  between  adjacent  levels,  and  could  be  transformed  into  a  sea-level 
canal  with  less  difficulty  than  one  with  a  higher  summit  level.  For  these  reasons  it  is  preferred 
by  the  Board  to  any  other  lock-canal  project  before  it. 

The  proposed  hai'lior  on  the  Atlantic  side  is  to  be  the  same  as  described  in  the  sea-level  plan. 
The  canal  between  Mindi  and  Gatun  is  to  be  500  feet  wide,  as  in  the  harbor,  giving  a  broad 
waterway  and  .furnishing  material  for  an  earth  dam  at  Gatun  of  sufficient  heighfto  sustain  a 
head  of  30  feet.  The  lift  at  Gatun  will  be  made  with  one  lock.  From  Gatun  to  Bohio  the 
channel  is  to  be  300  feet  wide,  the  banks  generally  submerged.  ,\t  Bohio  another  dam  and  a 
lock  of  the  same  lift  as  at  Gatun  would  raise  the  level  to  elevation  flit.  Sluices  for  the  discharge 
of  surplus  water  are  provided  in  connection  with  both  dams. 

For  the  control  of  the  floods  of  the  (.'hagres  and  the  storage  of  water  for  canal  supply  a  dam  is 
proposed  at  Gamboa  identical  with  that  for  the  sea-level  canal.  From  Bohio  to  San  Pablo,  about 
eight  and  four-tifths  miles,  the  canal  is  to  be  500  feet  wide,  with  channel  banks  generally  sub- 
merged; from  San  Pablo  to  Obispo,  nearly  seven  miles,  it  is  to  be  300  feet  wide,  and  at  the  latter 
place  reduced  to  200  feet,  which  is  to  be  continued  for  a  distance  of  seven  and  one-half  miles 
through  the  Culebra  cut  to  Pedro  Miguel. 

The  descent  to  the  Pacific  is  to  be  made  by  two  locks,  one  being  at  Pedro  Miguel,  the  other 
six  miles  beyond,  on  the  west  side  of  Sosa  Hill,  near  the  shore  of  Panama  Bay.  The  canal  is  to  be 
300  feet  wide  between  these  locks  with  water  surface  at  elevation  •27,  the  lift  at  Pedro  Miguel 
being  33  feet,  that  at  Sosa  varying  with  the  tide,  being  about  3-1  feet  at  oi'dinary  low  water. 
A  spillwav  to  discharge  surplus  water  is  proposed  at  the  Ancon-Sosa  saddle.  The  level  between 
Pedro  Miguel  and  Sosa  is  to  be  maintained  by  an  earth  embankment  of  considerable  dimensions 
across  the  Rio  Grande  opposite  Sosa  Hill,  and  smaller  ones  in  the  Ancon-Sosa  saddle  and  between 
the  Ancon  Hill  and  high  ground  to  the  eastward.  These  embankments,  as  well  as  the  Gatun 
and  Bohio  dams,  are  to  have  unusual  width  and  height  above  water. 

In  Panama  Bay  a  short  distance  beyond  the  Sosa  lock  the  line  joins  the  line  of  the  French 
company,  and  the  width  of  300  feet  is  maintained  from  the  Sosa  lock  to  the  seven-fathom  contour. 
The  location  of  the  canal  is  the  same  as  that  of  the  sea-level  canal  except  a  small  variation  at 
Gatun  and  the  greater  one  from  Pedro  Miguel  to  the  terminus  in  Panama  Ba3'  resulting  from 
locating  the  tidal  lock  on  the  west  side  of  Sosa  instead  of  in  the  Ancon-Sosa  saddle.  In  the 
narrow  channel  through  the  Culebra  cut  the  sides  of  the  wet  section  are  to  be  vertical  or  nearly 
so;  elsewhere  they  have  slopes  suitable  for  the  material  passed  through.  The  widths  above 
S.  Doc.  231,  59-1 8 


34 


REPORT   OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 


given  are  bottom  widths.  Excluding  the  locks,  only  one-si.xth  of  the  canal  is  to  have  a  bottom 
width  of  les.s  than  300  feet.  (See  Plate  IV,  Maps  and  Diagrams.)  It  is  estimated  by  the  Board 
that  the  cost  of  the  canal  thus  descril)ed,  including  20  per  cent  for  contingencies,  would  be 
$17tj,000,000. 

SAFETY  AND  PROTECTION. 

The  general  question  of  defense  of  the  Isthmian  transit  will  be  in  no  way  atl'ected  by  the 
type  of  the  canal. 

Dismissing,  then,  any  consideration  of  the  question  of  general  military  defense,  the  Hoard 
is  of  the  opinion  that  the  safet}-  and  protection  of  the  canal  will  be  sensibly  influenced  and  affected 
by  its  type;   in  estimating  these  influences  the  following  considerations  should  be  noted: 

As  having  very  important  bearing  upon  the  type  of  canal  to  be  recommended  for  adoption, 
it  is  assumed  to  be  of  primal  importance  in  the  design  of  the  waterway  that  the  military  necessity 
of  the  United  States  demands  a  passage  between  the  two  oceans,  whereby  the  navy  in  the  Pacific 
might  be  quickly  transferred  to  the  Atlantic,  and  vice  versa;  which  nccessit}',  in  1898,  became 
so  important  that  it  had  a  controlling  influence  upon  public  opinion  respecting  the  canal  and 
had  a  decided  influence  in  cr^'staliizing  ideas  and  in  hastening  final  action  by  Congress  on  the 
^\'hoIe  project  for  interoceanic  communication. 

In  the  Spooner  Act  of  June  28,  1902,  already  quoted  in  part,  is  found  the  only  Congressional 
legislative  requirement  I'especting  the  dimensions  and  protection  of  the  canal.  In  that  act  it  is 
provided  that  the  canal  must  afford  a  passage  for  the  largest  existing  vessels  as  well  as  for  those 
which  may  be  reasonably  anticipated,  and  that  this  passage  must  be  a  "'convenient"  one,  so  that 
all  "necessities"  of  shipping  may  be  met.  Necessary  measures  mu.st  be  taken  to  insure  safety 
and  protection.  The  harbors  to  be  provided  must  be  "'safe  and  conmiodious"  for  said  existing 
largest  vessels  and  for  those  to  be  expected  in  the  future.  It  therefore  liehooves  the  Board  to 
show  that  the  type  of  canal  recommended  for  adoption  pos.sesses  the  features  l)est  subserving 
adequacy  in  capacity,  convenience  and  safet}'  in  use,  and  capability  for  protection. 

According  to  Sir  W.  Laird  Clowes's  Naval  Pocket  Book  for  1904,  the  largest  war  vessel  afloat 
in  March,  19ni,  had  a  length  of  45-1  feet.  The  greatest  beam  noted  is  of  80  feet,  and  the  deepest 
draft  27  feet  2  inches.  However,  several  battle  ships  and  cruisers  are  building  of  from  14,000  to 
20.000  gross  tons,  and  at  least  one  of  22,000  tons,  but  the  authority  consulted  does  not  give  par- 
ticulars as  to  size  of  this  last,  although  war  ships  of  such  tonnage  may  well  have  dimensions  closely 
approximating  those  of  the  largest  existing  commercial  vessels.  The  largest  war  vessel  building 
of  which  particulars  are  available  has  a  beam  of  83  feet  6  inches,  but  as  yet  there  is  no  indication 
that  the  commercial  and  passenger  steamers  will  not  continue  to  lead  in  size,  and  therefore  it 
results  that  if  the  channels,  anchorages,  and  locks  are  adequate  for  the  largest  ocean  linei's  and 
freighters,  then  the  largest  naval  vessels  will  find  adequate  dimensions  for  convenient  passage. 

The  beam  of  modern  seagoing  vessels  furnishes  a  fair  indication  of  tonnage  and  other 
dimensions.  By  reference  to  Lloyd's  Register  of  Shipping,  190.5-6,  and  the  before-cited  Naval 
Pocket  Book,  it  is  seen  that  as  respects  beam  the  large  commercial  and  war  vessels  may  be 
classed  as  follows: 

Beam  of  large  ocean  steaiiiert:. 


Beam. 

Commer- 
cial ships 
In  use. 

War  ships 
iu  use  or 
projected. 

Total. 

2,101 

1,99.S 

692 

177 

53 

26 

6 

3 

201 
139 
110 
S) 
4i 
123 
85 
81 
8 

2,302 
2,132 
802 
260 
97 
149 
91 
84 
8 

50to55feet 

75  to  80  feet 

6,051 

874 

5,925 

EEPOKT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL.  35 

The  largest  commercial  steamers  recenth'  put  in  service  are  generally  of  less  breadth  than 
the  newest  naval  vessels,  but  the  former  are  of  greater  length.  However,  the  Cunard  Company 
has  now  under  construction  two  steamers  800  feet  in  length  and  88  feet  in  beam. 

It  has  been  urged  in  some  quarters  that  the  express  passenger  steamers  will  not  make  com- 
mercial use  of  the  canal.  If  this  contention  be  admitted  as  true,  it  does  not  follow  that  the 
capacity  of  the  canal  should  be  restricted  as  to  dimensions,  so  shutting  out  this  class  of  the  ocean 
marine.  It  is  understood  that  the  requirement  imposed  b}'  the  statute  that  the  canal  nuist  conven- 
iently acconnnodate  the  largest  existing  and  expected  ships  contemplated,  in  the  opinion  of  the 
law-making  power,  the  existence  of  a  necessity  for  such  dime&sions  which  would  arise  in  the 
event  that  the  military  needs  of  the  United  States  may  recjuire  the  transfer  from  one  ocean  to 
the  other  of  large  bodies  of  troops  with  their  equipment  and  supplies.  In  such  contingency  the 
largest  express  steamers  obtainable  would  certainly  be  employed  as  transports.  Military 
exigency  requires,  and  it  therefore  results,  that  the  dimensions  of  the  canal  and  its  appurtenances 
must  be  adequate  fur  the  largest  vessels  upon  the  oceans. 

Between  1867  and  11)06  the  Cunard  yteamsliip  Company  constructed  16  large  ships.  It  is 
interesting  and  instructive  to  note  the  inci'easing  measurements  of  this  fleet.  The  ships  placed 
in  service  between  the  years  1862  and  1874  showed  29  per  cent  increase  in  length  over  those  in 
use  before,  and  4^  j^^i'  t'^"''  increase  in  beam.  In  the  next  decade  the  new  ships  were  12  per 
cent  longer  and  So  per  cent  broader  than  in  1874.  The  increases  in  the  third  decade  were  20 
and  14  per  cent.  The  new  ship<  launched  up  to  1905  were  8  per  cent  longer  and  nearly  11  per 
cent  broader  than  the  largest  of  1893,  while  those  laid  down  in  1905  wei'e  23  per  cent  longer 
and  of  2H  per  cent  more  beam  than  those  in  use  the  year  before.  There  seems  to  be  no  recog- 
nizable tendencj'  to  discontinue  this  expansion  of  dimensions  of  deep-sea  vessels. 

The  voj-ages  from  the  North  Atlantic  ports  to  those  of  Australasia  and  the  Orient  will  be  the 
longest  existing  between  gi'eat  terminal  ports  and  commercial  marts,  and  if  larger  vessels  are 
generally  more  profitable  than  small  ones,  or  if  vei'y  large  fi-eight  and  passenger  vessels  are  used 
anywhere,  it  would  seem  to  be  certain  that  they  will  ultimatel}',  and  probabl}'  as  soon  as  the 
canal  is  available,  seek  the  interoceanic  transit  at  Panama.  That  the  convenient  passage  there 
will,  within  a  quarter  of  a  century,  ))e  used  by  ships  900  feet  long  and  90  feet  beam  seems  not  at 
all  improbable. 

The  modern  lock  for  ocean-going  vessels  is  a  work  which  an  enemy,  through  stratagem,  could 
with  no  great  difliculty  put  out  of  use  in  an  hour  or  in  even  a  few  minutes.  If  a  small  detach- 
ment from  the  enemy's  fleet,  armed  with  high  explosives,  landing  secretly  by  night  at  some 
nearbj-  shore  or  inlet,  hiding  in  the  neighboring  jungle,  should  surprise  the  canal  guards,  or  if  a 
few  malicious  individuals  in  disguise  should  succeed  in  exploding  against  a  lock  gate  under  high 
water  pressure  as  much  explosive  as  they  could  carry,  they  could  disable  the  lock,  and  could 
probably  cause  damage  of  such  colossal  magnitude  as  would  put  the  canal  out  of  use  for  months. 
This  danger  is  one  that  very  strict  watch  and  guard  might  prevent  in  great  measure,  but  it  is 
well-nigh  impossible  to  provide  effectually  and  alwaj's  against  such  peril.  Sovereign  rulers, 
bridges,  railway  trains,  buildings,  and  ships,  all  under  vevy  strict  watch,  have  been  destroj'ed 
by  lawless  individuals.  Guards  would,  of  course,  be  always  on  duty  at  the  danger  points  and 
every  protective  measure  possible  would  be"  adopted,  but  if  a  few  desperate  characters  should  set 
out  to  disable  the  canal,  and  persist  in  the  attempt,  regardless  of  consequences  to  themselves,  the 
peril  would  he  verj-  great. 

As  respects  vulnerability  of  the  canal  or  its  works  to  injury  and  interruption  of  traffic  by 
a  few  lawless  individuals,  the  means  and  results  are  not  difficult  to  foresee  and  estimate. 

(ii)  The  wrecking  by  explosives  of  the  lock  gates  while  under  unequal  water  pressure,  or  of 
the  valve  chambers  where  the  lock  filling  and  emptying  mechanism  is  situated:  The  remedy  in 
the  one  case  would  consist  in  the  removal  of  the  wreckage  and  the  replacement  of  the  gates; 
in  the  other,  in  possibly  very  extensive  repairs  requiring  much  time.  If  the  controlling  gates 
of  an  upper  lock  should  be  destroyed  the  summit  level  would  be  drained,  and  if  the  gates  were 
wrecked  so  as  to  afford  a  free  outlet  to  the  water  the  locks  below  and  the  canal  itself  would  be 
ruined  or  at  the  least  greatly  damaged.     In  case  the  gates  or  controlling  mechanism  of  a  lock 


36  BEPOKT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

were  ruined,  and  free  exit  for  the  upper  waters  was  permitted  through  the  chamber,  the  lock 
alongside  would  also  be  emptied  and  put  out  of  commission  until  its  neighbor  was  repaired. 

(J)  The  blowing  up  in  a  lock  of  a  vessel  offered  for  transit,  but  designedly  laden  with  high 
explosives  for  ignition  at  the  proper  moment:  In  that  event  the  lock  would  lie  destro^'ed.  and  if 
it  was  a  lift  lock  a  year  or  more  would  be  required  for  repairs. 

((')  The  detonation  of  some  high  explosive  against  or  under  some  portion  of  a  dam  built  to 
maintain  a  summit  level:  This  would  be  a  much  more  difficult  undertaking  and  one  less  likely 
to  be  attempted.  The  wrecking  Ijy  explosives  of  the  controlling  and  discharging  sluices  in  dams 
would  be  easier,  but  a  good  many  men  and  considerable  time  for  a  successful  operation  would  be 
necessary.  This  might  be  a  serious  jeopardy  at  one  point  for  a  sea-level  canal,  but  provisional 
repairs  with  timber  could  always  be  quickly  effected. 

(d)  The  sinking  of  a  large  vessel  in  the  canal  prism  l)y  any  means:  Recently  the  steamship 
Chatham,  of  2,500  tons  displacement,  laden  in  part  with  blasting  gelatin,  met  with  an  accident 
in  the  Suez  Canal  and  later  was  sunk.  It  had  to  be  blown  up  and  removed  before  transit  could 
be  resumed.  The  time  during  which  the  canal  was  closed  to  vessels  was  ten  days.  In  case  of  a 
similar  incident  at  Panama,  whether  resulting  from  an  accident  as  at  Suez  or  from  design,  the 
consequences,  so  far  as  interruption  of  transit  is  concerned,  might  be  expected  to  have  a  similar 
result. 

The  plan  proposed  by  the  Board  for  the  isthmian  transit  will  have  twin  tidal  locks  near  the 
Pacitic  terminus  which,  if  disabled,  one  or  both,  as  under  («),  would  still  l)e  usable  (after  removal 
of  wreckage)  for  a  part  of  each  day  (the  period  of  spring  tides)  in  each  lunar  month,  and  probably 
throughout  the  whole  twenty-four  hours  during  the  remainder  of  the  lunar  month  (neap  tides). 

The  plan  also  contemplates  a  dam  at  Gamboa  for  Chagres  control,  provided  with  regulating 
sluices.  There  are  to  be  three  small  dams  for  the  control  of  minor  streams,  but  there  are 
to  be  no  lift  locks,  for  these,  it  is  claimed,  both  single  and  especially  in  flight,  are  much  more 
vulnerable  than  any  other  essential  accessory  that  has  been  proposed  to  be  used  in  any  type  of 
canal  that  has  been  considered  by  the  Board,  and  this  jeopardy  is  considered  to  be  a  very 
grave  one. 

Respecting  the  liability  of  the  canal  to  injury  and  the  importance  of  its  defense,  the  Isthmian 
Canal  Commission  in  its  report  dated  November  16,  1901,  said: 

It  is  always  to  be  borue  in  mind  that  during  the  excitement  of  war  the  canal  will  not  be  a  safe  place  for  the 
man-of-war  of  any  nation,  no  matter  who  i.«  nominally  in  control.  A  S)nall  party  of  resolute  men,  armed  with  a  few- 
sticks  of  dynamite,  could  temporarily  disable  it  without  very  great  difficulty. 

The  Board  believes  that  this  jeopard)'  will  exist  at  all  times  during  the  stress  of  war. 

If  an  interruption  to  traffic  from  an)^  cause  should  occur  while  military  and  naval  operations 
by  the  United  States  were  in  progress,  calamitous  results  would  inevitably  ensue.  If  the  two 
belligerents  did  not  include  the  United  States — the  custodian  of  the  canal — the  closing  of  the 
passage  might  be  attempted  by  one  or  both  the  contending  powers,  and  while  it  would  not  be 
done  openly,  their  secret  agents  would  probably  conspire  to  its  accomplishment.  Such  an 
attempt  was  feared  at  Suez  while  the  Russian  Heet  was  passing  through  that  canal  en  route  to  the 
East,  and  special  precautions  to  guard  against  the  danger  were  taken  by  the  canal  officials  and  the 
Eg3-ptian  Government.  That  the  risks  would  be  very  much  greater  for  a  canal  in  which  lift  locks 
are  an  essential  feature  is  self-evident,  and  in  the  opinion  of  the  Board  such  devices  should  be 
rigorously  excluded  from  the  design  of  the  canal. 

TRANSFORMATION  OF  A  LOCK  CANAL  INTO  A  SEA-LEVEL  CANAL. 

The  instructions  of  the  President  to  the  Consulting  Board  under  date  of  September  11, 1905, 
contain  the  following  inquiry: 

I  desire  also  to  know  whether,  if  yon  recommend  a  high-level  multilock  canal,  it  will  be  possible  after  it  is 
completed  to  turn  it  into,  or  to  substitute  for  it,  in  time,  a  sea-level  canal  without  interrupting  the  traffic  upon  it. 

The  Board  is  of  opinion  that  is  is  possil)le  to  transform  a  lock  canal  into  a  sea-level  canal 
without  material  interruption  of  traffic  and  without  serious  delays  to  navigation,  although  the 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL.  "  37 

operation  would  not  l)e  an  easj'  one,  nor  can  a  trustworthy  estimate  of  its  cost  be  made  at  the 
present  time.  The  work  evidently  involves  the  excavation  of  immense  quantities  of  rock  and 
earth,  much  of  it  at  depths  considerably  exceedinc.<-  4o  feet  below  the  surface  of  the  water.  The 
Board,  having-  in  view  the  removal  of  rock  at  depths  less  than  40  feet,  has  adopted  as  the  price  for 
excavating-  rock  under  water  ^2.50  per  cubic  yard,  while  for  rock  excavated  "in  the  dry"  it  has 
adopted  §1  and  §^1.15  per  cubic  yard,  except  in  the  Cule))ra  divide  cut,  where  for  all  classes  of 
materials  above  elevation  lo  a  price  of  8i)  cents  per  cubic  yard  has  been  adopted,  and  for  all 
classes  of  materials  below  elevation  10  a  price  of  §^1.25  per  cubic  yard.  For  the  dredging  of 
earth  from  the  canal  a  price  of  25  cents  per  cubic  yard  was  adopted  as  against  40  cents  per  cubic 
yard  for  earth  in  the  dry. 

As  rock  is  the  predominating  material  to  be  excavated  in  depressing  the  canal  from  a  lock 
level,  it  is  obvious  from  the  unit  prices  adopted  that  a  sea-level  canal  obtained  by  first  building 
a  lock  canal  would  cost  very  much  more  than  a  sea-level  canal  constructed  by  a  direct  process. 

An  approximate  estimate  of  cost  of  reducing  a  lock  canal  with  a  terminal  lake  on  the  Atlantic 
side  formed  by  a  dam  at  Gatun,  with  three  locks  on  the  Atlantic  side  and  three  on  the  Pacific, 
and  with  a  summit  level  85  feet  above  mean  tide,  to  a  sea-level  canal  with  the  dimensions  of  prism 
adopted  for  the  sea-level  plan,  may  be  made  as  follows: 

64,500,000  cubic  yards  earth,  kilouieter  8  to  kilometer  46,  at  $0.25 $16, 125, 000 

13,400,000  cubic  yards  rock  under  water,  kilometer  8  to  kilometer  46,  at  $2.50 33,  500,  000 

14,200,000  cubic  yards  excavation  above  water  in  Culebra  section,  at  $0.80 11, 360, 000 

6,500,000  cubic  yards  rock  excavation  in  Culebra  section  from  surface  of  water  to  25  feet  below,  at  $1.50.  9,  750, 000 

35,300,000  cubic  yards  rock  excavation  in  Culebra  section  more  than  25  feet  below  water  surface,  at  $2.50.  88,  250, 000 
Add  for  dams  and  diversion  channels  and  for  transforming  section  of  canal  between  Pedro  Miguel  and 

Jliraflores,  say , 25,  000,  000 

Add  for  removing  the  locks  at  Gatun  and  Pedro  Miguel,  for  modifying  the  lock  at  Miratlores,  and  for 

removing  the  regulating  works  at  the  Gatun  dam  and  at  Miraflores,  say : 25, 000, 000 

Total  cost  of  transforming  lock  canal  to  sea  level,  on  basis  of  canal  sections  of  Sea-Level  Canal 
Committee,  without  allowance  for  contingencies 208, 985, 000 

After  a  full  and  careful  consideration  of  all  phases  of  this  question  the  Board  has  reached 
the  following  conclusions: 

.     1.  That  it  is  possible  to  turn  any  lock  canal  which  it  has  considered  into  a  sea-level  canal 
without  interrupting  the  traffic  upon  it. 

2.  That  it  is  practicable  from  an  engineering  standpoint  to  transform  any  lock  canal  which 
it  has  considered  into  a  sea-level  canal;  but  that  the  cost  and  difficulty  of  such  transformation 
would  be  so  great  as  to  render  such  a  change  impracticable  from  a  financial  standpoint  until  the 
traffic  should  have  so  increased  as  to  tax  the  capacity  of  the  lock  canal,  or  until  other  good  and 
suflicient  reasons  existed  for  such  a  change. 

3.  That  if  a  sea-level  canal  is  to  be  constructed  in  the  near  future  it  should  be  built  directly 
without  first  building  a  lock  canal. 

4.  That  the  date  for  developing  a  sea-level  from  an  existing  lock  canal  would  be  so  remote, 
and  that  there  would  be  so  little  difference  in  the  time  and  cost  of  the  transformation  for  different 
types  of  lock  canals  with  a  common  summit  level,  that  the  design  of  a  lock  canal  should  not  be 
controlled  by  the  view  that  it  is  subsequently  to  be  so  transformed. 

5.  That  the  Board  is  unable  to  express  any  definite  opinion  as  to  the  time  required  to  effect 
such  a  transformation  into  a  sea-level  canal. 

CAPACITY  OF  CANAL  FOR  TRAFFIC. 

The  Board  considered  that  the  provisions  of  the  law  of  Congress  by  which  the  construction 
of  an  isthmian  canal  was  authorized  required  that  this  law  ^hould  furnish  the  basis  upon  which 
all  deliberations  should  proceed  and  upon  which  every  conclusion  should  be  established. 

The  terms  of  the  particular  portion  of  the  law  which  affected  the  conclusions  arrived  at 
by  the  Board  in  respect  to  the  dimensions  which  should  be  given  to  the  canal  locks  and  prism 
were  conveyed  to  the  Board  in  the  letter  signed  by  Mr.  Shouts  and  printed  on  pages  10  and  11 


38  REPORT    OF    BOARD    OF   CONSULTING   ENGINEERS,  PANAMA    CANAL. 

of  this  report,  in  which  the  I.sthniian  Canal  Commission  laid  before  the  members  certain 
projects  for  the  construction  of  the  canal  which  had  alread}^  been  submitted  to  the  Commission. 
The  terms  relate  to  the  excavation,  construction,  and  completion  of  a  "ship  canal  from  the 
Caribbean  Sea  to  the  Pacific  Ocean,"  and  proceed  "such  canal  shall  be  of  sufficient  capacity-  and 
dei)th  as  shall  afford  convenient  passage  for  vessels  of  the  largest  tonnage  and  greatest  draft  now 
in  use,  and  such  as  may  be  reasonably'  anticipated,  and  shall  be  supplied  with  all  necessary  locks 
and  other  appliances  to  meet  the  necessities  of  vessels  passing  through  the  same  from  ocean  to 
ocean." 

Having  these  terms  as  well  as  "the  rapid  developments  of  naval  architecture"  referred 
to  by  the  Commission  in  the  letter  of  its  Chairman  in  view;  having  noted  that  steamers  of  a 
length  of  740  feet  over  all  and  a  breadth  of  75  feet  are  at  present  engaged  in  ocean  navigation, 
while  vessels  of  a  length  of  800  feet  by  88  feet  in  breadth  are  now  actually  being  built,  and 
having  the  assured  opinion  that  naval  development  has  by  no  means  come  to  an  end,  the  Board 
arrived  at  the  following  conclusions: 

1.  That  the  locks  on  a  canal  of  any  type  should  be  of  such  usable  dimensions  as  will  afford 
a  length  of  1,000  feet,  a  breadth  of  100  feet,  and  a  depth  of  iO  feet. 

2.  That  the  prism  of  the  canal  for  the  length  to  be  excavated  through  the  divide  (i.  e.,  the 
length  usually  known  as  Culebra  cut)  should  have  a  depth  of  40  feet,  a  ))ottom  width  of  200  feet, 
and  sides  with  slopes  of  about  ten  vertical  to  one  horizontal. 

It  is  considered  that  with  such  dimensions  the  Panama  Canal  will  meet  the  necessities  of  the 
traffic  which  will  use  it  and  the  requirements  of  the  law  which  authorized  its  construction.  It  is 
further  considered  that  if  the  canal  were  formed  with  smaller  dimensions  than  these,  experience 
would  prove  it  to  be  regrettably  deficient  in  capacity. 

The  following  particulars  of  existing  maritime  canals  may  be  useful  for  the  purpose  of 
comparison  when  regard  is  had  to  the  fact  that  not  one  of  these  canals  is  capable  of  accommo- 
dating steamers  of  the  largest  draft  now  employed  in  the  world's  trade: 

Suez  C'a/ial,  Egypt. — The  Suez  Canal  presents  the  nearest  analogy  to  the  case  of  the 
Panama  Canal.  It  is  a  sea-level  canal  without  locks,  and  has  a  depth  of  31  feet  2  inches,  which 
is  now  being  increased  to  34  feet  5  inches.  The  bottom  width  in  the  canal  proper  varies  from 
108  feet,  where  the  side  slopes  are  very  flat,  to  118  feet,  where  the  side  slopes  are  steeper,  with 
garages  or  passing  places  at  intervals  for  vessels  of  very  large  size,  as  vessels  are  not  allowed  to. 
pass  each  other  while  both  are  in  motion.  In  order  to  avoid  this  difficulty  widening  operations 
ai-e  in  progress,  by  which  the  passing  places  will  be  united  and  the  bottom  width  of  the  canal 
increased  to  a  minimum  of  147  feet  ti  inches. 

The  largest  commercial  vessels  which  navigate  the  Suez  Canal  are  about  600  feet  in  length 
over  all  by  67  feet  3  inches  in  beam,  with  a  draft  of  27  feet.  War  vessels  of  76  feet  beam  have 
passed. 

Amsterdam  Canal,  rLiIland. — The  Amsterdam  Canal  has  only  one  pair  of  locks,  at  Ymuiden, 
which  form  the  entrance  to  the  canal  from  the  North  Sea.  The  dimensions  of  the  largest  lock 
are  738  feet  by  82  feet  by  31  feet  2  inches. 

The  bottom  width  of  the  canal  is  at  present  115  feet,  which  is  being  increased  to  164  feet, 
and  the  depth  is  27.9  feet,  which  is  being  increased  to  32  feet  2  inches.  The  total  length  of  the 
canal  is  15.4  miles. 

Manchester  Ship  Canal,  England. — The  entrance  to  the  Manchester  Ship  Canal  is  controlled 
l)y  tidal  locks,  of  which  the  largest  is  600  feet  long  by  80  feet  wide.  The  locks  in  the  length  of 
the  canal  beyond  the  influence  of  the  tide  are  600  feet  in  length  and  65  feet  wide.  The  falls  at 
the  locks  (i.  e.,  the  differences  between  the  respective  high  and  low  levels)  varv  from  15  feet  to 
13  feet. 

The  ruling  width  of  the  bottom  of  the  canal  is  120  feet,  which  is  gradually  being  increased 
to  180  feet,  and  the  depth  at  low  water  is  26  feet,  which  is  now  being  increased  to  28  feet. 

The  length  of  the  tidal  portion  of  the  canal  is  21  miles  and  of  the  portion  beyond  the  influence 
of  the  tide,  14  miles,  making  a  total  length  of  35  miles. 


REPORT    OF    BOARD    OF    CONSULTIKG   ENGINEERS,  PANAMA    CANAL.  39 

The  largest  vessels  which  now  navigate  the  iSIancliestei-  Ship  Canal  are  -i'M  feet  in  length 
over  all  by  58  feet  2  inches  beam. 

Kaimr  Wi/Aehn  Canal,  Geriuaiiy. — The  Kaiser  Wilhelm  Canal  is  furnished  with  tidal  locks 
at  each  terminus.     The  dimensions  of  the  locks  are  492  feet  by  82  feet  by  32  feet. 

The  bottom  width  of  the  canal  is  72  feet,  with  frequent  passing  places,  and  the  depth  is  29 
feet  6  inches  at  mean  water  level. 

The  length  of  the  canal,  which,  as  will  be  seen,  aftords  a  single-wav  navigation,  is  about  60 
miles. 

St.  M(/ri/s  Falh  Canal,  United  Statex. — The  St.  Marys  Falls  Canal  is  not  a  maritime 
highway.  It  connects  Lake  Superior  with  Lake  Huron  and  thus  forms  a  link  in  the  great  lake 
navigation  system  of  North  America. 

It  was  opened  to  navigation  for  vessels  of  12  feet  draft  in  185.5.  There  were  then  two  locks 
in  flight,  each  350  feet  long  and  70  feet  wide.  Enlargements  to  meet  the  growing  needs  were 
begun  in  1870,  and  in  1881  the  canal  was  completed,  so  enlarged  in  dimensions  as  to  pass  vessels 
of  16  feet  draft,  and  a  lock  was  constructed  515  feet  long  and  80  feet  wide.  The  capacitj'  of  the 
new  waterway  was  soon  seen  to  be  insufficient,  and  in  1887  the  first  locks  were  removed  and  in 
1896  a  new  one  was  ])ut  into  commission  800  feet  long,  80  feet  wide,  and  22  feet  o\er  the  luiter 
sill,  the  canal  approaches  being  deepened  to  25  feet. 

In  1895  a  canal  on  the  Canadian  side  of  the  boundary  was  opened  with  a  lock  900  feet  long, 
60  feet  wide,  and  22  feet  over  the  miter  sill.  But  the  passage  has  again  become  inadequate,  and 
a  lock  with  a  length  of  1,400  feet,  a  widtii  of  80  feet,  and  a  depth  of  25  feet  is  about  to  be  con- 
structed on  the  American  side,  for  which  purpose  the  515-foot  lock  is  to  be  removed,  the  new 
one  to  occupy  its  site. 

The  canal  proper  is  onl}-  one  and  three-tifths  miles  in  length,  but  the  improvement  in  the  lake 
channels  extends  over  a  length  of  34  miles.  The  width  of  the  canal  varies  from  108  feet  at  the  nar- 
rowest place  to  1,000  feet  at  the  lower  entrance.  The  widths  of  the  river  channels  vary  from  300 
to  600  and  1,500  feet.  The  depth  of  the  canal  is  25  feet  and  that  in  the  channels  is  21  feet.  The 
largest  vessels  which  now  use  the  St.  iMar^'s  Falls  Canal  are  569  b\'  56  feet,  with  a  draft  of  20  feet. 

It  will  be  observed  that  in  the  case  of  each  of  the  foregoing  canals  (except  the  Kaiser 
Wilhelm  Canal)  operations  are  in  progress  for  the  widening  and  deepening  of  the  waterways, 
experience  having  shown  that  growth  in  the  dimensions  of  ships  has  advanced  far  more  rapidly 
than  was  conceived  to  be  possible  when  the  canals  were  projected,  and  therefore  that  their  original 
dimensions  were  insufficient  for  the  exigencies  of  modern  traffic.  There  is,  so  far  as  the  Board 
is  aware,  no  example  on  record  of  the  promoters  and  designers  of  a  maritime  highway  having 
had  occasion  to  regret  that  they  had  given  too  great  dimensions  to  the  highway,  but  there  are 
many  cases  in  which  they  have  found  that  dimensions  originally  regarded  as  ample  have  been 
proved  to  be  far  too  meager. 

As  this  report  is  being  written  the  public  press  announces  that  orders  have  been  given  by 
the  Imperial  Government  of  Germany  for  the  preparation  of  plans  for  the  enlargement  of  the 
Kaiser  ^^'ilhelm  Canal. 

A  just  estiuiate  of  the  growth  of  traffic  on  the  Panama  Canal  can  not  be  formed  from  the 
statistics  of  the  growth  of  trade  on  any  existing  waterway-.  The  unprecedented  increase  in  the 
population  of  the  world  which  has  taken  place  as  civilization  has  advanced— it  is  generally  agreed 
that  the  civilized  population  of  the  world  was  doubled  in  the  course  of  the  nineteentii  century — 
and  the  movement  of  the  surplus  population  westward,  i.  e.,  from  Europe  to  North  and  South 
America,  must  of  necessity  not  only  proceed  but  proceed  at  an  accelerated  rate,  so  that  the 
growth  of  trade  on  the  interoceanic  highway  will  not  be,  as  in  the  case  of  the  Suez  Canal,  merely 
due  to  the  expansion  of  the  volume  of  commerce  which  takes  place  year  by  year  as  facilities  are 
presented  for  the  movement  of  connnodities,  but  to  that  expansion  multiplied  b}'  the  increasing 
requirements  of  a  constantly  expanding  industrial  population. 

It  is  therefore  essential  that  the  Panama  Canal  should  furnish  a  double  road  for  traffic 
throughout,  and  we  consider  that  the  locks  should  be  built  in  pairs;  that  twin  locks  should  lie  side 


4,0  REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL. 

b}'  side,  and  that  the  different  lengths  of  the  canal  should  be  of  such  dimensions  as  to  permit  two 
of  the  ordinaril^v  large-sized  commercial  steamers  to  pass  each  other  at  any  part  of  the  journey. 
When  the  canal  is  used  for  the  transit  of  large  line-of-battle  ships  or  commercial  vessels  of 
largest  size,  all  other  vessels  should  be  moored  to  one  side  so  as  to  lea\  e  those  great  vessels  as 
clear  a  course  as  practicable. 

THE    CONTKOL    OF   THE    CHAGRES   AND    OTHER    STREAMS. 

The  Chagres  has  been  considered  to  bean  element  of  great  difficulty  in  the  construction  of  the 
Panama  Canal  from  the  earliest  stages  of  discussion  of  the  project.  Its  general  character  above 
Bohio  is  that  of  a  clear  mountain  stream,  although  that  observation  is  more  applicable  above 
Gamboa  than  below  that  point,  its  watershed  being  much  more  mountainous  in  its  upper  portions 
than  between  Gamboa  and  Bohio.  The  entire  area  drained  by  this  stream  has  never  been 
determined,  even  with  appro.ximate  accuracy,  but  it  has  been  considered  under  various  estimates 
to  range  from  700  to  875  squai-e  miles  above  Bohio,  or  fi'oni  450  to  625  square  miles  above 
Gamboa.  The  adoption  of  the  latter  as  the  site  for  the  dam  of  the  great  controlling  reservoir 
makes  it  necessary  to  consider,  in  connection  with  the  problem  of  control  of  the  Chagres,  only 
the  watershed  above  the  dam,  but  provision  has  been  made  for  the  control  or  diversion  of  all  the 
streams  contributary  to  the  Chagres  from  Gamboa  to  the  Colon  terminus. 

The  entire  watershed  of  the  i-iver  above  Gamboa  is  bold  and  quick,  so  that  a  heavy  downfall 
of  rain  within  its  limits  results  in  a  rapid  rise  of  the  river.  Inasmuch  as  the  total  annual  precip- 
itation in  the  Chagres  watershed  may  reach  from  100  to  125  inches,  it  is  obvious  that  under 
existing  conditions  of  run-off  severe  floods  may  be  expected,  although  the  river  is  not  a  large  one. 
Nearly  the  entire  watershed  under  consideration  is  heavily  wooded,  with  a  density  of  vegetation 
characteristic  of  a  tropical  country,  and  the  steep  clayey  and  rocky  slopes  afford  all  the  conditions 
required  for  a  rapidly  varying  stage  of  river  in  the  rainy  season. 

At  the  site  of  the  Gamboa  dam,  30  miles  from  Colon,  the  river  bed  has  an  elevation  of  about 
50  feet  above  mean  sea  level,  but  the  deepest  rock  is  at  practically  sea  level,  making  it  necessary 
to  sink  the  foundations  of  a  dam  to  a  maximum  depth  of  only  53  or  54  feet  below  water  at  the 
low  stages  of  the  river  before  finding  material  on  which  to  form  a  suitable  foundation  bed.  At 
the  proposed  site  of  the  dam  the  high  hills  approach  each  other  within  2,020  feet  at  an  elevation 
of  180  feet  and  within  1,170  feet  at  the  bottom  of  the  valley.  The  earth  overlying  the  rock  is 
of  moderate  depth,  so  that  the  conditions  are  favorable  for  the  construction  of  any  type  of  dam 
which  may  be  adopted. 

Fortunately  for  the  solution  of  the  problem  of  control  of  the  river,  more  data  regarding 
rainfall  and  river  flow  have  been  collected  by  observations  at  Gamboa  than  at  any  other  point  in 
the  river's  course.  The  location  is  also  well  adapted  for  the  construction  of  a  dam  to  serve  the 
purposes  of  controlling  floods  or  feeding  the  canal,  and  for  the  development  of  a  power  plant  to 
drive  electrical  machinery  for  lighting,  operating  the  Panama  Railroad,  and  for  other  purposes, 
as  it  is  the  point  at  which  the  river  in  its  flow  toward  the  sea  flrst  cuts  the  line  of  the  canal.  If, 
therefore,  the  control  of  floods  is  satisfactorily  accomplished  at  Gamboa,  there  remains  to  be 
considered  only  the  discharge  of  contributary  streams  below  that  point,  which  in  the  aggregate 
is  relatively  so  small  that  its  control  is  a  matter  of  little  difficulty  or  expense. 

Observations,  more  or  less  complete,  of  the  discharge  of  the  Chagres  River  at  Gamboa  have 
been  maintained  from  1882  to  the  present  time.  Its  flow  in  the  dry  season  may  fall  to  less  than 
300  cubic  feet  per  second,  while  in  the  flood  of  1879  it  is  supposed  to  have  risen  for  a  short  period 
to  nearly  80,000  cubic  feet  per  second.  During  the  past  fifty  years  there  have  been  six  severe 
floods,  all  of  which  have  occurred  in  the  months  of  November  or  December— that  is,  toward  the 
end  of  the  rainy  soason.  The  following  table  gives  some  of  the  main  elements  of  these  various 
floods  as  they  have  occurred  at  Gamboa: 


REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 


41 


Date  of  flood. 

Cubic  feet 

per  second. 

Height 
above  low 
water  at 
Gamboa. 

Period 
when  dis- 
charge 
was  above 
.  20,000  cu- 
bic feet 
per  sec- 
ond. 

Maximum. 

Maximum 
average  in 
48  hours. 

November— 

Feet. 

Hours. 

1879 

78,614(?) 

65,000{?) 
43,401 

36.65(?) 
31.80 

188.5 

64,488 

46 

December — 

>        1885 

«,923 

32,421 

24.11 

43 

1888 

58,132 

48,278 

31.37 

58 

1890 

65,371 

34,752 

31.82 

35 

1893 

43,086 

27.971 

25.33 

32 

The  data  relating  to  the  floods  between  1SS5  and  1893  have  been  deduced  from  accurate 
observations;  but  such  is  not  the  case  with  that  of  1879,  the  greatest  of  all.  No  hydrographic 
observations  along  the  river  were  made  at  tliat  time,  but  certain  high-water  marks  were  approxi- 
mately determined  sub.sequent  to  the  Hood,  largely  from  such  information  as  could  be  obtained 
from  the  memory  of  ordinary  observers.  These  have  been  compared  with  high-water  marks  of 
floods  since  1879,  whence  maximum  discharges  at  Bohio  have  been  estimated  and  corresponding- 
maximum  discharges  at  Gamboa  inferred  from  them.  The  approximate  results  given  in  the  above 
table  for  the  1879  flood  are  those  which  have  been  found  in  this  manner  by  the  careful  work 
of  Gen.  Henry  L.  Abbot,  member  of  the  Board. 

Certain  general  results  of  value  in  connection  with  the  problem  of  the  Chagres  River  at 
Gamboa  follow  from  an  inspection  of  the  preceding  tabulation.  It  is  seen  at  once  that  the 
maximum  discharge  of  any  flood  of  record  during  the  past  fifty  years  has  not  exceeded  about 
65,000  cubic  feet  per  second,  but  that  the  approximate  maximum  discharge  of  the  1879  flood 
reached  nearly  79,000  cubic  feet  per  second.  Inasmuch  as  there  have  been  but  six  severe  floods 
in  half  a  century,  it  is  obvious  that  they  are  of  infrequent  occurrence. 

The  next  important  conclusion  established  by  this  long  record  is  the  fact  that  these  floods 
are  of  short  duration.  A  discharge  in  excess  of  20,000  cubic  feet  per  second  has  never  been 
observed  to  last  more  than  58  hours,  although  that  limit  may  have  been  exceeded  in  1879.  It  is 
convenient,  in  view  of  this  fact,  to  deduce  the  maximum  average  discharge  for  a  period  of  48 
hours  in  each  case,  as  the  resulting  aggregate  volume  will  represent  what  may  practically  be 
considered  the  total  flood  fl,ow  of  the  river.  The  third  column  of  the  table  shows  that  the  maxi- 
mum average  48-hour  discharge  in  the  six  severe  floods  has  ranged  from  about  28,000  cubic  feet 
per  .second  to  an  estimated  maximum  average  of  65,000  cubic  feet  per  second  for  the  flood  of 
1879.  Finally,  the  greatest  high-water  elevation  above  low  water  during  the.se  floods  is  seen  in 
the  fourth  column  of  the  table  to  vary  from  about  25  feet  to  the  estimated  elevation  of  36.65  feet 
for  1879.  The  preceding  data  are  suflicient  for  the  determination  of  complete  reservoir  control 
of  the  Chagres  floods  by  a  dam  at  Gamboa. 

A  reservoir  created  by  the  proposed  dam  may  have  two  important  functions — that  of  control 
only,  in  the  ca.se  of  a  sea-level  canal,  and  those  of  control  and  water  supply  in  the  case  of  a  lock 
canal.  It  will  be  seen  that  if  the  reservoir  is  of  suflicient  capacity  to  control  satisfactorily  the 
floods  of  the  Chagres,  there  will  be  abundant  storage  capacity  for  supplying  the  summit  level  of 
any  lock  plan. 

In  providing  reservoir  capacity  for  the  control  of  the  Chagres  floods,  it  is  to  be  borne  in 
mina  that  two  floods  may  follow  each  other  with  only  a  short  intervening  period,  and  that  such 
a  succession  of  floods  may  be  both  preceded  and  followed  by  comparatively  high  water  in  the 
river,  although  not  sufficiently  high  to  be  considered  a  flood  flow.  It  is  obviou.sly  impracticable 
to  estimate  the  severest  combined  eflects  of  such  conditions  for  the  future,  but  the  observed 
records  of  flow  during  the  past  twenty  j'ears  are  suflicient  to  make  an  entirel}-  safe  provision  for 
an3'  exigency  of  combined  high  water  and  flood  flow,  especially  in  view  of  the  fact  that  two 
S.  Doc.  231,  59-1 9 


42  REPORT    OF    BOARD    OP    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

severe  floods,  like  either  of  those  of  November,  1885  or  1888,  in  close  succession  have  never  been 
observed  in  such  a  connection,  not  to  cite  the  phenomenal  flood  of  1879. 

If  a  dam  be  constructed  at  Gamboa  with  an  elevation  of  its  top  at  180  feet  above  mean  sea 
level,  or  130  feet  above  the  river  bed,  and  if  the  highest  flow  line  of  that  reservoir  be  taken  at 
170  feet,  the  area  included  within  that  flow  line  will  be  2V».i7  square  miles.  With  the  minimum 
depth  of  water  of  40  feet  provided  for  the  sea-level  canal,  the  minimum  wetted  cross  section 
would  have  an  area  of  over  8,000  square  feet,  so  that  if  15,000  cul>ic  feet  of  flood  water  per  second 
from  the  Chagres  be  permitted  to  enter  the  canal  prism  at  Gamboa.  the  resulting  current,  if  the 
entire  quantit}-  admitted  flows  in  one  direction,  will  be  but  one  and  one-fourth  miles  per  hour,  a 
negligible  quantity  so  far  as  its  effects  upon  navigation  are  concerned;  but  the  plans  for  a  sea-level 
canal  contemplate  a  provision  which  would  permit  the  discharge  through  the  canal  prism  and 
regulating  sluices  near  the  tidal  lock  on  the  Pacific  side  of  approximately  one-third  of  this  Gamboa 
discharge,  and  to  that  extent,  at  least,  dividing  the  flow  between  the  two  oceans  and  consequently 
reducing  the  current  velocity.  For  the  purposes  of  estimation  in  connection  with  this  problem 
of  flood  control  the  Board  has  therefore  assumed  that  the  controlling  sluices  to  be  provided 
in  the  Gamboa  dam  may  admit  the  flood  waters  of  the  Chagres  to  the  canal  prism  at  the 
uniform  maximum  rate  of  15,000  cubic  feet  per  second. 

If  a  flood  should  occur  with  a-discharge  equal  to  that  estimated  for  187i>,  viz,  65,000  cubic 
feet  per  second  at  Gamboa  for  a  period  of  forty-eight  hours,  and  if  a  uniform  outflow  of  15,000 
cubic  feet  per  second  be  permitted  during  the  same  time,  there  would  be  accumulated  in  Gamboa 
Lake  8,61:0,000,000  cubic  feet  of  water  which  is  that  portion  of  the  volume  of  the  lake  included 
between  water  surfaces  at  elevations  of  159  feet  and  170  feet  above  sea  level.  Furthermore,  a 
uniform  outflow  from  the  lake  at  the  rate  of  15,000  cubic  feet  per  second  would  discharge  the 
entire  maximum  average  IS-hour  flow  of  the  1879  flood  in  8.7  days.  It  is  seen,  therefore,  that 
there  would  be  no  practical  diihculty  in  depressing  the  surface  of  the  water  in  Gamboa  Lake 
between  two  severe  floods  sufliciently  to  receive  the  entire  maximum  average  48-hour  flow  of  such 
a  phenomenal  flood  as  that  of  1879. 

The  capacity  of  flood  control  provided  in  such  a  lake  as  that  under  consideration  is  further 
illustrated  by  the  fact  that  its  volume  between  water  surfaces  at  108  and  170  feet  above  mean 
sea  level  is  suflicient  to  take  the  aggregate  discharge  of  three  times  the  maximum  average 
48-hour  flow  of  the  1879  flood  without  any  water  escaping  through  the  regulating  sluices  of  the 
dam;  or  the  volume  between  elevations  128  feet  and  170  feet  will  hold  three  times  the  flow  of 
such  a  flood  if  a  uniform  discharge  of  15,000  cubic  feet  per  second  be  permitted  concurrently 
through  the  regulating  sluices. 

These  computations  demonstrate  conclusively  that  the  controlling  capacity  of  the  Gamboa 
Lake  as  proposed  by  the  Board  is  ample  for  all  the  exigencies  of  flood  flow  which  can  ever  occur 
in  the  Chagres  River  without  any  other  regulating  or  controlling  aid,  especially  wlien  it  is 
observed  that  the  highest  mean  monthly  discharge  for  the  rainy  months  of  any  year  since  1890 
(for  1892)  is  a  little  less  than  5,300  cubic  feet  per  second.  There  would  only  be  required  a  simple 
grade  of  supervnsion,  under  which  the  water  surface  would  always  be  depressed  immediately 
after  any  flood  low  enough  to  receive  any  subsequent  sudden  flood  flow  which  might  possibly 
occur.  This  grade  of  supervision  requires  no  special  estimation  or  prevision  of  future  events,  but 
is  quite  within  the  ordinary  administration  of  this  feature  of  canal  maintenance  and  operation. 

The  elevation  of  water  surface  assumed  at  170  feet  is  suflicient  to  permit  the  use  of  an  open 
channel  between  the  Chagres  watershed  and  the  headwaters  of  the  Gatun  River  for  the  discharge 
of  surplus  flood  waters  in  that  direction,  should  it  ever  be  required.  The  controlling  capai;ity 
of  the  Gamboa  Lake,  however,  is  so  complete  and  satisfactory  that  the  Board  does  not  believe 
that  it  will  ever  become  desirable  to  construct  this  open  channel  across  the  dixide  between  the 
Chagres  and  Gatun  watersheds. 

The  Gamboa  Lake  afl'ords  complete  regulation  and  control  of  the  Chagres  River  above 
Gamboa.  It  has  already  been  stated  that  there  are  small  streams  now  discharging  into  the 
Chagres  River  below  Gamboa  which  must  be  taken  care  of  during  the  construction  of  the  canal. 
Ample  provision  has  been  made  for  the  control  of  these  smaller  streams,  either  by  utilizing  the 


REPORT    OF    BOAED    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  43 

diversion  channels  planned  by  the  old  French  company  and  now  partially  constructed  or  by 
constructintf  dams  across  their  courses  high  enough  to  compel  them  to  reverse  their  flow  and 
discharge  through  the  divides  at  the  heads  of  their  watersheds.  Among  the  latter  class  are  the 
Cafio  Quebrado  and  the  Gigantito,  the  reverse  How  of  which  would  be  discharged  into  the  head- 
waters of  the  Trinidad  and  the  Gigante,  whose  reverse  How  would  be  turned  into  the  basin  of  the 
Peiia  Blanca  marsh  and  pass  on  to  the  sea  through  the  Chagres  channel  and  its  existing  diver- 
sion. The  (jatun  River  (sometimes  called  the  Gatuncillo)  would  discharge  its  waters  and  those 
of  the  Mindi  through  the  (iatun  diversion,  nearly  completed  by  the  old  company,  into  that  part 
of  Manzanillo  Bay  known  as  Puerto  Escondido.  After  the  completion  of  the  canal  the  aggre- 
gate observed  flood  discharge  of  all  the  streams  entering  it  below  Gamboa — the  Caiio  Quebrado, 
Gigante,  and  Gigantito  being  diverted  as  hitherto  observed— would  amount  to  less  than  4,000 
cubic  feet  per  second  (see  p.  2-10,  Report  of  the  Isthmian  Canal  Commission,  1901),  a  quantity 
that  would  exercise  no  material  influence  upon  currents  in  the  canal  channel. 

A  similar  observation  will  apply  to  the  aggregate  flood  flow  of  the  small  streams  between 
the  Culebra  cut  and  the  Panama  terminus,  which  may  be  taken  into  the  canal  prism  at  the  com- 
pletion of  the  work,  but  which  would  be  controlled  by  diversion  channels  now  largely  excavated 
and  by  other  temporary  works  of  a  simple  and  inexpensive  character  during  construction. 

The  diflerence  between  the  flood  discharge  of  the  Chagres  at  Bohio  and  at  Gamboa,  which 
discharge  is  partly  observed  and  partly  estimated,  is  stated  by  General  Abbot  to  be  3-l:,00(i  cubic 
feet  per  second,  while  the  gauged  flow  of  the  contributing  streams  between  Gamboa  and  Bohio  is 
given  by  him  as  26,335  second-feet. 

Taking  the  flood  flow  of  these  streams  at  32,000  second-feet,  it  is  found  that  the  maximuui 
current  velocity  in  the  canal — which  would  be  at  Bohio  due  to  the  flow  of  said  streams  which  are 
not  diverted,  together  witii  15,000  second-feet  coming  from  the  upper  Chagres  through  the  sluices 
contemplated — will  be  but  2.6-t  miles  per  hour,  a  velocity  which  will  not  interrupt  navigation. 
As  a  part  of  the  upper  Chagres  discharge  will  flow  to  the  Pacific,  and  as  the  highest  mean  monthly 
discharge  of  this  river  in  the  rainy  season  at  Gamboa  is  but  5,300  second-feet,  as  General  Abbot 
points  out,  the  currents  in  the  canal  will  usually  not  exceed  one  mile  per  hour,  and  at  extreme 
low  water  in  the  river  there  will  scarcely  be  a  perceptible  current.  At  such  times  the  water  in 
the  canal  ])rism  will  be  brackish,  without  currents  save  as  influenced  by  the  insignificant 
Caribbean  tide. 

The  tributary  streams,  whose  beds  at  point  of  junction  with  the  canal  are  considerably  above 
the  prism  of  the  latter,  will  be  discharged  over  masonry -stepped  aprons  or  through  metallic  dis- 
charge pipes,  or  these  beds  will  be  sloped  and  lowered  so  as  to  prevent  objectionable  currents  at 
junction  points.  The  means  for  the  accomplishment  of  these  results  are  such  as  are  in  common 
use  on  nearly  all  important  canals. 

During  three-fourths  of  the  time  these  streams  discharge  an  insignificant  amount  of  clear 
water.  When  they  are  in  flood  they  will  bring  down  some  silt,  and  it  is  recognized  that  the 
maintenance  of  the  navigable  canal  channel  will  require  a  small  amount  of  dredging. 


The  consideration  of  the  projects  presented  by  Mr.  Bates,  Major  Gillette,  and  others  has 
raised  certain  questions  regarding  the  types  of  dauis,  which  the  Board  believes  can  better  be 
treated  as  an  independent  subject  than  in  connection  with  the  plans  presented  by  Mr.  Bates  or 
others,  especially  as  some  of  these  considerations  bear  also  upon  the  design  of  the  dam  at  Gamboa 
recommended  for  construction  in  the  sea-level  plan. 

In  these  projects  or  plans  it  has  been  proposed  to  retain  terminal  or  other  lakes  by  earth 
dams  resting  upon  the  natural  soil,  consisting  of  sand,  gravel,  or  sandy  clay;  or,  as  at  La  Boca, 
at  the  Panama  end  of  the  canal,  upon  mud  and  silt  between  San  Juan  Point  and  the  easterly 
shore  of  the  Rio  Grande  estuary  near  Sosa  Hill,  also  between  Sosa  and  Ancon  hills.  Under 
some  of  these  dams  or  dikes  the  plans  or  proposals  indicate  that  shallow  sheet  piling  might  be 
used  in  some  cases,  and  in  other  cases  that  feature  is  absent.      There  are  grave  reasons  for 


44  BEPOBT   OP   BOAKD   OF   CONSULTING   ENGINEEES,  PANAMA   CANAL. 

doubting  the  stability  of  these  types  of  structures  under  such  circumstances.  Tlie  earth  dams 
which  hare  already  been  built  for  the  retention  of  large  bodies  of  water,  some  of  them  exceeding 
100  feet  in  height,  show  that  this  type  of  structure  may  give  satisfactory  results  when  prop- 
erly designed  and  constructed,  but  the  character  of  the  foundation  material  on  which  such 
dams  are  built  and  the  means  for  preventing  dangerous  seepage  underneath  or  through  such  foun- 
dations must  always  be  carefully  considered.  The  earth  dams  which  have  been  proposed  for 
terminal  lakes  at  the  Caribbean  and  Panama  ends  of  the  canal  are  proposed  to  be  placed  directly 
upon  the  natural  soil  at  Mindi  or  Gatun,  near  Colon,  or  on  the  silt,  mud,  and  clayey  material  at 
La  Boca,  near  Panama.  It  has  not  been  proposed  to  dredge  out  the  soft  and  j'ielding  material 
at  either  place  other  than  possibh'  a  shallow  strip  of  the  natural  surface,  nor  has  it  been  pro- 
posed to  sink  a  curtain  either  of  masoni'v  or  of  timber,  such  as  deep  sheet  piling  or  of  an}^  other 
material,  to  cut  off  percolation  or  seepage  underneath  the  structure. 

These  are  disquieting  considerations  in  the  design  of  dams  to  retain  water  of  depths  varying 
from  30  to  possibly  85  feet  or  more.  The  subsurface  material  at  Mindi  and  at  Gatun,  extending 
down  to  the  hard  indurated  sandy  clay  or  soft  rock,  attaining  a  maximum  depth  of  258  feet,  is  in 
large  part  of  a  comparatively  line  character,  consisting  of  sand  and  clay  in  varying  portions  and  in 
various  degrees  of  admixture,  hut  the  borings  have  also  shown  coarse  sand  and  gravel  with  water 
flowing  through  it  and  out  of  some  of  the  pipes  used  in  making  the  examinations.  As  a  pre- 
sumption or  speculation  it  may  be  stated  as  probable  that  most  of  this  material  under  the  weight 
of  an  earth  dam  would  be  so  nearly  impervious  that  only  a  small  or  negligible  quantity  of  water 
would  find  its  way  through,  even  with  the  increased  head  of  the  reservoir;  but  that  is  simply 
conjecture. 

It  is  more  than  possible,  it  is  highlj'  probable  if  not  certain,  that  at  various  points  the 
material  is  suiEciently  loose  in  texture  to  permit  seepage  or  percolation  in  dangerous  quantities. 
Nothing  is  more  common  in  the  sandy  deposits  of  river  valleys  and  in  all  sandy  material  than 
small  passages  or  channels  through  which  water  moves,  varying  in  size  from  thread-like  openings 
to  those  sufficient  to  yield  flowing  wells  of  large  discharge.  Extended  experience  in  dealing 
with  the  underground  flow  of  subsurface  waters  in  many  places  in  the  United  States,  and 
whei'ever  investigations  in  that  field  of  hydraulics  have  been  made,  shows  this  to  be  the  case. 

Vast  volumes  of  water  are  daily  taken  from  subsurface  sands,  and  have  been  for  years,  for 
the  public  water  supply  of  many  cities  in  the  United  States,  prominent  among  which  is  the 
borough  of  Brooklyn  of  the  city  of  New  York.  All  such  experience  indicates  conclusively 
the  danger  of  depending  upon  stopping,  or  even  materially  diminishing,  such  a  flow  by  the 
weight  alone  of  any  superincumbent  mass  of  earth. 

The  assumption  of  negligible  seepage  or  percolation  below  these  earth  dams  must  neces- 
sarily be  based  upon  the  practically  uniform  quality  or  distribution  of  the  material  claimed 
to  be  essentially  impervious.  It  is  safe  to  state  that  this  is  never  the  natural  condition  over 
any  considerable  portion  of  a  profile  at  the  site  of  a  great  dam.  The  fine  or  coarse  sandy 
or  even  gravelly  material  found  in  such  locations  has  been  deposited  under  radically  varying 
conditions  of  floods  and  resulting  currents  separated  by  low-water  intervals,  so  that  it  is 
physically  impossible  that  even  practical  uniformity  either  as  to  kind  of  material  or  rate  of 
deposition  should  result.  The  inevitable  consequence  is  the  great  variation  in  strata,  more  widely 
different  at  some  locations  than  others,  but  in  all  cases  there  is  a  wide  departiu'e  from  uniformity. 
It  is  one  of  the  eavly  and  marked  experiences  in  the  construction  of  filter  beds  that  the  most 
scrupulous  care  must  be  taken  in  placing  the  sand  or  other  filtering  material  so  as  to  avoid 
variation  in  its  character  or  its  density  of  texture.  If  there  is  a  lack  of  uniformity  or  a 
place  at  which  a  surface  of  separation  between  two  portions  of  material  of  different  character 
or  variation  in  compactness  exists,  the  water  invariably  finds  such  passages  of  decreased  resistance 
to  flow,  and  forms  for  itself  small  channels  through  which  it  escapes  with  readiness  without  being 
filtered.  Indeed,  the  degree  of  care  which  is  required  to  accomplish  the  uniformity  of  texture  or 
compactness  necessaiy  for  a  proper  flow  without  these  small  channels  is  shown  by  the  fact  that 
men  are  frequently  forbidden  to  walk  over  the  surface  of  a  new  sand  filter,  so  as  to  avoid  the 


REPOBT   OF   BOABD    OF   CONSULTING   ENGINEERS,  PANAMA    CANAL.  45 

separating-  surfaces  between  the  increased  compactness  under  the  foot  and  the  looser  material 
surrounding-  the  footprint. 

A  careful  consideration  of  these  conditions  of  actual  experience  will  show  that  any  computa- 
tions apparently  indicating  that  the  seepage  or  percolation  taking  place  through  a  great  geological 
profile  like  that  at  the  sites  of  the  proposed  dams  at  Mindi,  Gatun,  Bohio,  Gamboa.  or  at  anj' 
similar  location,  are  based  upon  assumptions  without  any  warrant  in  engineering  experience  and 
involving  the  grave  danger  of  excessive  percolation  under  an  earth  dam. 

The  dam  at  La  Boca  between  San  Juan  Point  and  Sosa  Hill,  unless  carried  down  to  bed  rock 
at  that  location,  would  be  placed  upon  a  far  worse  foundation  even  than  that  proposed  at  Gatun 
or  Mindi.  The  La  Boca  site  is  one  covered  by  an  ooze  of  mud  and  silt,  with  some  sandy 
material  overlying  the  rock.  It  is  practicable  to  construct  here  an  earth  dam,  with  a  heavy 
masonry  core  running  down  to  bed  rock,  whose  stability  would  be  beyond  question.  Such 
a  structure  would  be  far  more  costly  than  a  great  mound  of  earth  placed  upon  the  mud  and 
silt  forming  the  natui'al  bottom  of  the  Eio  Grande  estuary.  Unless  some  feature  equivalent  to 
that  of  a  heavy  masonry  core  characterizes  the  design  of  the  dam  at  this  point,  or  unless  resort 
be  made  to  dredging  down  to  bed  i-ock  or  near  to  it  and  refilling  with  suitable  material,  or  an 
earth  dam  at  this  location  be  made  very  massive,  it  would  be  in  gra\e  danger  of  being  pushed 
bodily  out  of  place  by  the  pressure  due  to  the  head  of  water  in  the  reservoir. 

The  nearest  approach  to  the  earth  dams  which  have  been  advocated  in  these  localities  is  the 
great  north  dike  or  embankment  of  the  Wachusett  reservoir,  a  part  of  the  new  Boston  water- 
supply  system  very  recently  constructed  by  Mr.  F.  P.  Stearns,  a  member  of  the  Board.  In  that 
case,  deep  and  heavy  sheet  piling  or  deep  excavation  of  the  natural  soil  with  refilling  of  suitable 
material  was  employed  to  prevent  seepage  or  percolation  wherever  it  was  apprehended  that  the 
nature  of  the  substrata  was  such  as  to  permit  it.  It  is  the  judgment  of  the  Board  that  such 
safeguarding  features  as  core  walls,  sheet  piling,  or  the  removal  of  unsuitable  material  should 
not  be  omitted  in  similar  structures  on  this  work  of  extraordinary  magnitude  and  supreme 
importance. 

The  United  States  Government  is  proposing  to  expend  many  millions  of  dollars  for  the 
construction  of  this  great  waterway,  which  is  to  serve  the  commerce  of  the  world  for  all  time  and 
the  veiy  existence  of  which  would  depend  upon  the  permanent  stability  and  unquestioned  safety 
of  its  dams.  The  Board  is  thei'efore  of  opinion  that  the  existence  of  sucli  costly  facilities  for  the 
world's  commerce  should  not  depend  upon  great  reservoirs  held  by  earth  embankments  resting 
literally  upon  mud  foundations  or  those  of  even  sand  and  gravel.  The  Board  is  unqualifiedly 
of  opinion  that  no  such  vast  and  doubtful  experiment  should  be  indulged  in,  but  on  the  contrary 
that  every  work  of  whatever  nature  should  be  so  designed  and  built  as  to  include  only  those 
features  which  experience  has  demonstrated  to  be  positively  safe  and  efficient. 

The  considerations  of  these  and  other  reasons  have  prompted  the  Board  to  recommend  at 
Gamboa  either  an  earth  dam  with  a  heavy  masoniy  core  carried  down  to  bed  rock,  or  an  all- 
masoniy  structure  founded  at  the  same  depth  and  upon  the  same  material. 

the  sea-level  plan  recommended  by  the  board. 

(a)  alignment  and  desckiption. 

The  width  of  the  Isthmus  at  Panama  is  less  than  at  any  other  point  where  it  is  feasible  to 
construct  a  canal  open  throughout  lietween  the  oceans.  The  width,  less  than  36  miles  in  a  straight 
line,  is  only  five  miles  greater  than  at  the  narrowest  place,  San  Bias,  but  an  open  cut  is  imprac- 
ticable there.  The  summit  on  the  Panama  route,  which  was  333  feet  above  the  sea  originally,  is 
lower  than  at  any  other  known  point  between  the  Arctic  Ocean  and  the  Straits  of  Magellan, 
Nicaragua  only  excepted,  while  at  the  latter  place,  by  reason  of  the  greater  distance  between 
the  oceans,  the  volume  of  material  to  be  removed  to  form  a  lock  canal  is  much  greater  than  at 
Panama,  and  a  sea-level  canal  is  obviously  impossiljle.  At  Panama  alone  is  a  sea-level  canal  in 
open  cutting  feasible,  and  the  Board  has  no  doubt  of  the  practicability  of  such  a  canal. 


46  REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL. 

The  general  direction  of  the  Isthmus  in  this  vicinity  is  nearly  northeast  and  southwest  and  the 
general  route  for  the  canal  nearly  northwest  and  southeast.  The  summit  at  Culelira  lies  about  nine 
miles  from  Panama  Bay,  and  the  distance  between  the  point  on  the  northern  approach  to  this  summit 
where  the  present  elevation  on  the  proposed  canal  axis  is  lOU  feet  above  sea  level  to  the  point  on  the 
southern  approach  to  Culebra  at  the  same  height  is  nearly  nine  miles.  AVithin  this  distance  will  be 
found  nearly  one-half  the  total  excavation  required  to  make  an  open  channel  at  the  sea  level 
adequate  in  dimensions  and  capacity  to  pass  not  only  the  largest  existing  commercial  and  naval 
vessels,  but  the  largest  which  may  be  expected  to  require  transfer  between  the  Atlantic  and  Pacific 
oceans. 

The  line  adopted  by  the  Board  for  the  sea-level  canal  which  it  recommends  for  construction 
is  in  general  that  which  was  adopted  by  both  the  old  and  the  new  Panama  Canal  companies  for 
their  projects.  While  the  Board  approves  this  alignment  for  the  purposes  of  ultimate  con- 
struction, it  believes  that  further  examination  should  be  made  for  the  reduction  of  curvature 
and  for  other  improvements  of  the  line  in  detail,  particularly  at  the  deepest  portion  of  the 
Culebra  cut.  It  is  believed  that  a  judicious  relocation  between  Emperador  and  Cucaracha  will 
reduce  the  excavation  considerably  with  only  a  comparatively  small  change  of  alignment.  In  this 
manner,  at  this  particular  portion  of  the  line,  excessive  excavation  on  the  easterly  side  of  the 
deep  part  of  the  Culebra  cut  may  be  avoided,  at  the  same  time  utilizing  the  entire  volume  of 
existing  excavation  between  Emperador  and  Cucaracha. 

At  the  Colon  and  La  Boca  terminals,  however,  it  is  the  judgment  of  the  Board  that  material 
changes  should  be  made  botli  in  the  plans  of  these  terminals  and  in  the  aligimient  to  clinu'nate 
considerable  curvature.  The  terminal  plans  recommended  by  the  Board  are  descril^ed  under  the 
section  of  "Harbors." 

The  initial  point  of  the  axis  of  the  canal  is  located  in  Limon  Baj',  about  one  mile  northwest 
of  Manzanillo  light,  at  the  beginning  of  the  dredged  entrance  channel,  where  the  depth  of  water 
is  at  least  40  feet  at  low  tide.  From  that  point  the  axis  of  the  dredged  approach  channel  runs 
straight  to  near  the  southern  limit  of  Limon  Bay,  where,  near  Mindi,  a  curve  unites  it  with  the 
center  line  of  the  canal,  as  partially  completed  by  the  old  company.  From  Mindi  the  proposed 
line  follows  the  partially  excavated  canal  through  the  low  marshy  ground  nearly  to  Bohio,  a 
distance  of  12  miles.  The  canal  line  first  cuts  the  course  of  the  Chagres  River  at  Gatun,  seven 
miles  from  Colon,  and  then  repeatedly  cuts  it  from  that  point  to  Bohio.  The  excavation  through- 
out this  entire  distance  from  the  sea  channel  to  Bohio  can  be  made  by  the  simple  operation  of 
dredging,  ])ut  there  is  some  hard  clay  to  be  removed. 

After  passing  Bohio  the  ground  rises  gradually  toward  Panama  and  radically  changes  in 
character.  A  considerable  quantity  of  rock  must  be  removed  at  Bohio,  and  the  same  material  is 
found  in  considerable  quantities  throughout  almost  the  entire  remaining  distance  to  the  shore  of 
Panama  Bay.  The  canal  line  from  Bohio  follows  practically  the  general  line  of  the  Chagres 
River,  cutting  or  coinciding  with  the  bed  of  the  river  at  many  points,  to  Obispo,  1-t  miles  from 
Bohio.  The  bed  of  the  river  at  Bohio  is  practicallj'  at  sea  level,  and  about  50  feet  above  sea  level 
at  Gamboa  near  Obispo.  While  the  surface  of  the  ground  is  varied  and  broken,  the  ascent  is 
gradual  and  nearly  uniform  to  Obispo.  The  material  to  be  excavated  is  clayey  and  sandy  in 
large  part,  although  rock  in  substantial  quantities  is  found  projecting  above  sea  level  at  some 
points,  mostly  in  the  lower  part  of  the  proposed  excavation.  The  excavations  made  by  the  old 
company  along  this  poi'tion  of  the  route  were  generally  shallow,  although  deeper  at  some  points 
where  hills  exist,  but  constituting  a  nearly  continuous  surface  cutting.  That  company  excavated 
very  little  rock  in  this  vicinity. 

The  general  course  of  the  canal  from  Colon  to  Obispo  is  southeast,  and  in  part  due  south. 
Although  there  are  several  curves  they  are  all  of  large  radii,  the  shortest  arc  being  one  and  four- 
tenths  miles  in  length. 

The  vicinity  of  Obispo,  about  three-fourths  of  a  mile  only  from  Gamboa  on  the  Chagres 
River,  is  a  marked  one  in  the  alignment  of  the  canal.  At  this  point  the  valley  of  the  Chagres, 
passing  upstream,  trends  sharply  to   the  northeast  nearly  at  right  angles  to  its  course  below 


REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL.  47 

Gainboa,  but  the  canal  line  continues  toward  the  southeast,  i.  e.,  toward  Panama.  The  g'reat 
reservoir  for  controlling  the  floods  of  the  Chagres,  to  be  created  by  a  dam  at  Gamboa,  is  described 
in  another  section  of  this  report.  The  waters  escaping  from  that  reservoir  through  regulating 
sluices  will  enter  the  canal  prism  about  three-fourths  of  a  mile  north  of,  or  below,  Obispo. 

Continuing  toward  Panama  the  ground  rises  at  a  more  rapid  rate.  At  Obispo  the  great 
summit  cut  may  be  said  to  begin,  as  there  is  at  that  point  a  more  abrupt  rise  in  the  surface  of 
the  ground  and  a  correspondingly  rapid  increase  in  the  depth  of  excavation.  There  is  much 
rock  to  be  removed  from  the  canal  prism  at  Obispo,  and  that  material  continues  to  form  by  far 
the  greater  part  of  the  excavation  through  the  divide  to  a  point  beyond  Pedro  Miguel,  on  the 
Pacific  slope  of  the  Cordillera.  The  deepest  part  of  the  summit  cut  at  Culebra  is  about  five  and 
one-half  miles  from  Obispo.  The  maximum  depth  of  excavation  required  for  a  sea-level  canal 
will  be  about  373  feet  below  the  original  surface  where  the  axis  cuts  the  saddle.  The  deepest  part 
of  the  present  cut,  however,  is  about  160  feet  below  the  original  surface,  or  about  213  feet  above 
the  bottom  of  the  excavated  channel  required  by  the  sea-level  plan.  The  length  of  the  main  part 
of  the  great  summit  cut  is  about  nine  miles,  from  Obispo  to  Pedro  Miguel.  The  material  to  be 
removed  is  partly  of  indurated  clay  so  hard  as  to  be  classed  as  soft  rock,  and  partly  of  hard 
rock  with  a  surface  covering  of  clay. 

The  heaviest  work  of  excavation  done  by  the  old  and  the  new  French  companies  is  shown 
by  this  cut  between  Emperador  and  the  southerly  slope  of  Culebra  Hill,  where  the  canal  line  inter- 
sects the  course  of  the  Rio  Grande  River. 

As  has  alreadj'  been  indicated  in  this  report,  it  is  believed  that  a  slight  relocation  can  be 
advantageously  made  along  this  portion  of  the  line  between  Emperador  and  the  little  village  of 
Cucaracha,  on  the  Pacific  slope  of  the  divide.  A  careful  study  should  be  made  to  ascertain 
whether  it  ma^^  not  be  feasible  to  throw  the  center  line  of  the  canal  a  little  to  the  westward  of  its 
present  position  in  the  deepest  part  of  the  Culebra  excavation,  so  as  to  avoid  further  cutting  of 
the  high  portion  of  the  hill  on  the  ea.sterly  side  of  the  line.  This  would  enable  the  further  cut 
ting  to  be  made  in  the  lower  hill  on  the  westerly  side.  It  is  possible  also  that  improvement  in 
the  alignment  at  Emperador  may  be  made,  although  at  the  expense  of  cutting  more  deeply  into 
the  hill  at  that  point. 

^  The  canal  line  reaches  low  marshy  ground  nearly  at  sea  level  at  a  point  about  two  miles  below 
Pedro  Miguel.  From  that  point  to  deep  water  in  Panama  Bay  the  Board  has  adopted  a  difl'erent 
alignment  from  that  of  the  French  companies.  The  latter  followed  as  closely  as  possible  the 
course  of  the  Rio  Grande  to  its  mouth  at  La  Boca  in  order  to  av^oid  rock  excavation,  but  that 
alignment  included  two  curves  which  ai'e  avoided  in  the  new  location.  The  location  recommended 
by  the  Board  is  practically  a  straight  line  from  a  point  a  short  distance  from  Miraflores  through 
the  Rio  Grande  swamp;  but  opposite  Corozal  a  low  ridge  or  spur  from  the  eastern  highland  is 
crossed,  in  which  ridge  the  borings  show  rock.  Advantage  is  to  be  taken  of  this  conformation 
to  locate  on  the  rock  foundation  a  wide  spillway  with  regulating  sluices  primaiily  for  discharging 
into  the  Rio  Grande  and  so  into  the  Pacific  a  part  of  the  Chagres  flow  at  Gamboa  coming  through 
the  CuleVjra,  but  the  sluices  may  also  be  used  to  regulate  and  reduce  the  currents  in  the  canal 
while  the  tidal  lock  is  open. 

The  canal  continues  in  a  straight  line  through  the  swamp  to  and  through  the  saddle  between 
Ancon  and  Sosa  hills,  where  the  tidal  lock  is  to  be  placed,  and  thence  to  deep  water  ofi'  Isle 
Flamenco.  From  ]\liraflores  to  the  lock  the  canal  will  be  leveed,  so  as  to  prevent  the  tidal  flow 
from  entei'ing  it. 

The  French  plan  required  a  tidal  lock  at  Miraflores  some  five  miles  from  the  bay  shore, 
whereas  in  the  new  location  it  will  be  in  the  low  Ancon-Sosa  saddle,  thus  bringing  it  almost  to 
the  margin  of  the  shore  and  avoiding  the  long  approach  channel  wherein  tidal  currents  would 
be  generated  if  the  locks  for  their  control  were  at  Miraflores,  far  inland. 

Experience  in  the  navigation  of  maritime  canals  shows  that  the  area  of  the  wet  section  of 
the  prism  must  be  at  least  four  times  that  of  the  immersed  section  of  the  ship  passing  through  it 
at  a  speed  of  six  miles  per  hour.     The  smallest  area  of  cross  section  of  the  canal  prism,  in  rock 


48 


BEPORT    OF   BOAED    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 


excavation,  exceeds  8,000  square  feet.  The  dimensions  adopted  by  the  Board,  therefore,  will 
permit  a  speed  of  six  miles  per  hour  for  the  largest  existing-  vessels  using  it,  and  of  not  less  than 
eight  miles  per  hour  for  the  average  ship.  For  a  ship  of  90  feet  beam  and  38  feet  draft  a  speed 
of  four  or  live  miles  per  hour  might  be  considered  sufficient. 

These  speeds  will  enable  ships  of  the  largest  size  to  pass  through  the  canal  in  seven  hours  if  the 
gates  of  the  tidal  lock  at  Panama  are  open,  as  thej-  will  be  for  more  than  half  the  time,  or  in  eight 
hours  during  high  spring  tides,  when  the  tidal  locks  will  be  in  use.  The  time  of  passage  of  the 
average  ship  will  probably  be  between  live  and  six  hours  with  the  gates  of  the  tidal  lock  open,  or 
one  hour  longer  when  the  tidal  lock  is  in  use.  For  a  ship  of  the  exceptional  size  given  the  time 
of  transit  might  reach  ten  hours. 

After  the  completion  of  the  canal  the  tracks  of  the  Panama  Railroad  can  judiciously  be 
placed  on  one  of  the  berms  of  the  canal,  at  least  between  Bohio  and  Miraflores,  as  the  railroad 
will  then  lose  its  present  character  and  serve  local  and  passenger  traffic  only,  besides  being  a 
tender  to  the  canal  for  its  maintenance  and  for  other  similar  purposes.  Power  for  operating  it 
would  be  developed  at  the  Gamboa  dam . 

Some  dredging  will  be  required  in  the  harbor  channels  as  well  as  in  the  canal  proper,  but 
tliis  will  be  nearly  the  same  for  either  type  of  canal. 

The  entire  length  of  the  line  between  shore  lines  is  a  little  over  40  miles,  while  the  total 
distance  including  harbor  channels  is  49.35  miles. 

The  total  length  of  curves  is  19.17  miles,  leaving  30.18  miles  of  tangents  or  straight  portions. 

Summarized,  the  sea-level  canal  as  recommended  by  this  Board  is  a  channel  commencing  at 
the  41-foot  contour  in  Limon  Bay,  about  .5,000  feet  northerly  of  a  line  between  Toro  and  Manzanillo 
lights,  protected  by  two  diverging  jetties  with  a  width  of  opening  of  1,000  feet;  thence  with  a 
straight  channel  500  feet  in  width  at  the  bottom  and  a  depth  of  40  feet,  protected  by  a  parallel 
jetty  on  the  west  and  by  Manzanillo  Island  on  the  east,  to  Mindi,  whence  the  land  canal  begins. 

This  canal  is  designed  with  a  depth  of  40  feet  and  a  bottom  width  of  150  feet  in  earth,  with 
side  slopes  adjusted  to  the  nature  of  the  ground  so  as  to  give  a  surface  width  of  from  302  feet 
to  437  feet.  In  rock  the  section  is  to  be  altered  so  as  to  have  a  bottom  width  of  200  feet  and  a 
surface  width  of  208  feet.  At  the  Pacilic  end  the  canal  is  to  be  protected  by  a  tidal  lock  located 
between  Ancon  and  Sosa  hills.  Beyond  this  tidal  lock  there  is  to  be  a  straight  channel  projected 
into  Panama  Bay,  with  a  bottom  width  of  300  feet  and  extending  for  a  distance  of  three  and  three- 
fourths  miles  to  the  45-foot  contour." 

The  width  adopted  for  the  canal  will  be  sufficient  to  permit  steamers  to  maintain  a  speed  of 
six  to  eight  knots  per  hour,  and  to  allow  two  ordinar\'  merchant  steamers  to  pass  each  other  on 
the  line  of  the  canal  without  stopping. 

At  (xamboa  there  is  to  be  located  a  dam,  either  of  masonry  or  of  earth  and  masonry 
combined,  for  the  control  of  the  Chagres,  and  at  Corozal,  sluices  by  which,  during  half  the  tide 
period  when  the  level  in  the  Pacilic  is  lower  than  that  in  the  Atlantic,  water  can  be  discharged 
from  the  canal  into  Panama  Bay. 

The  following  tabulation  gives  the  total  excavation  as  very  carefully  computed  from  the  data 
supplied  by  the  Isthmian  Canal  Commission,  supplemented  by  data  collected  at  the  instance  of 
the  Board: 

Estimate  of  excaration  of  a  sea-level  canal  40  feet  deep. 
[December  22, 1905.] 


Classification. 


Unit 
price. 


Shore  line  to  Mindi,  mile  3.92  to  mile  5.49. 


Earth 2,781,668 

Indurated  clay 5, 566 

Coral 135,600 

Earth 7, 695, 885 

Indurated  clay I  2,351,588 

a  Contours  refer  to  mean  sea  level. 


2,922,734 
10,047,473 


SO.  15 
.70 
1.50 


8417, 250. 00 

3,896.20 

203, 250. 00 


1,923.971.25 
1,646,111.60 


8624,396.20 
3,570,082.86 


REPOBT    OF    BOARD    OF    CONSTJLTING   ENGINEERS,  PANAMA    CANAl,. 

Estimate  of  excwalion  of  a  sea-lecel  caiud  40  feet  deep — Continued. 


49 


Classification. 


Unit 
price. 


iMindi  to  Bohio,  mile  5.49  to  mile  17.22  . 


Boliio  to  Obispo,  mile  17.22  to  mile  30.%. 


Earth 

Rock  above  sea  level. 
Rock  below  sea  level. 
Earth 

Rock  above  sea  level . 


21,730,653 

628,088 

2, 198, 613 


S5, 432, 663. 25 

628,088.00 

5,497,107.50 


48, 787. 149 
4,  490, 926 


Obispo  to  Pedro  Miguel,  mile  30.96  to  mile  39.(M. 


All  material  above  +  10. 
A.\\  material  below  + 10 . 
Earth  above  sea  level  . . . 
Earth  below  sea  level  . . . 

Rock  above  sea  level 

Rock  below  sea  level 


^19,514,859.60 
5, 164,  .564. 90 
18, 491, 905. 00 


93, 697, 408 
16, 194, 302 


74, 957, 926. 40 
20,242,877.-50 


2, 136, 126 
300,000 
.518,881 

2, 474, 138 


Earth. 


6, 106, 828 
5, 223, 700 


3,  .508, 945 
2,663,922 


5, 429, 144 

11,330,528 
6,172,867 


854,450.00 

75,000.00 

596,713.15 

6,185,345.00 


95,200,803.90 


2,444,731.20 
12, 6.59, 250. 00 


231,026,477 


536,341.' 
1,659,805.00 


1.5, 10:3, 9S1. 10 


Contours  refer  to  mean  sea  level. 

(b)  harboe.s. 

Thi>  Iiiirhor  of  Colon. — A  first-class  natural  harbor  is  not  found  at  either  terminal  of  the 
canal,  but  good  harbor  accommodations  can  be  created  without  unusual  difficult}'  or  extraordinary 
expense. 

Limon  Bay,  on  the  easterly  side  of  which  is  the  city  of  Colon,  must  be  the  Caribbean  termi- 
nal of  the  canal.  It  is  a  rectangular  indentation  of  the  low-lying  coast,  with  a  width  of  two  and 
three-fourths  miles  and  a  length  approximatel\-  in  a  north  and  south  direction  of  a  little  more 
than  four  miles.  It  is  shallow,  freely  open  to  the  .sea  from  the  north,  and  but  little  less  exposed 
to  the  northeast  and  northwest.  The  extreme  range  of  tide  seldom  exceeds  two  feet  .six  inches 
except  undei  the  influence  of  high  winds.     The  mean  range  is  about  one  foot  six  inches. 

The  de  h  of  water  at  the  entrance  to  the  ba}'  in  its  central  portion  is  from  30  to  38  feet 
opposite  the  water  front  of  Colon.  The  southern  half  of  the  ba}'  is  so  shallow  as  to  be  of  no 
value  for  harbor  purposes.  The  depth  of  water  varies  from  •!%  feet  opposite  Cristobal  Point, 
and  gradually  shoals  to  the  gently  sloping  sandy  beach  at  the  extreme  southerly  end. 

The  currents  in  the  bay  have  little  velocity-.  One,  called  the  Rio  Magdalena  current,  comes 
from  the  east  and  is  at  times  felt  along  the  eastern  and  western  shores,  but  chiefly  along  the 
latter.  The  discharge  of  a  large  portion  of  the  Chagres  River  through  the  partially  excavated 
canal  prism  between  Gatuii  and  Mindi,  and  through  the  latter  into  the  head  of  the  bay,  produces 
a  gentle  outward  current  which  opposes  that  described  above.  These  currents  are  neither 
constant  nor  strong,  and  are  often  influenced  by  the  wind.  The  tides  are  so  small  and  the  tidal 
section  so  large  that  they  have  little  influence  upon  the  currents. 

The  greater  part  of  the  bottom  of  Limon  Bay  is  soft.  A  large  number  of  observations  have 
been  made  under  the  direction  of  the  Isthmian  Canal  Commission  by  sounding  with  railroad 
I'ails,  weighted  where  necessary  Vjy  the  hammer  of  a  floating  pile  driver.  The  silt  or  other 
sediment  forming  the  bottom  is  of  such  character  that  these  railroad  rails  used  as  sounding  rods 
usually  sank  from  !<•  or  15  feet  to  as  much  as  30  feet  by  their  own  weight.  This  material, 
therefore,  is  readily  moved  when  the  water  is  shallow  by  storm  waves  or  by  currents  induced 
b}^  the  wind  or  other  agencies. 

There  is  undoubtedly  a  decided  movement  of  the  material  of  the  soft  bottom  in  the  easterly 
portions  of  the  baj'  south  of  C'l'istobal  Point  by  storm  waves,  although  the  rarity  of  the  storms 
prevents  the  aggregate  of  movement  being  ver}'  large.  Since  surveys  were  made  by  the  old 
Panama  Canal  Company  there  a  sensible  advance  of  the  shore  line  at  the  southeastern  limit  of 
the  baj'  has  been  observed,  particularly  in  the  vicinity  of  the  mouth  of  the  Mindi  River,  where  the 
S.  Doc.  231,  59-1 10 


50  REPORT    OP   BOARD    OP    CONSULTING   ENGINEERS,  PANAMA    CAN.VL. 

sediment  carried  b}^  such  of  the  flood  waters  of  the  Chagres  as  is  here  discharged  is  deposited. 
That  portion  of  the  harbor  outside  of  the  liTe-fathom  line  has  been  l)ut  little  afl'ected  bj'  the 
deposition  of  sediment,  but  there  has  apparently  been  some  slight  advance  of  this  contour.  With 
the  diversion  of  the  Mindi  there  should  be  no  further  decrease  of  depths  in  the  bay.  These 
physical  characteristics  have  been  carefully  considered  in  the  design  of  a  terminal  harbor  at  Colon. 

In  spite  of  this  soft  material  and  the  depth  of  the  bay,  the  anchorage  is  good  enough  for  such 
conditions  of  weather  as  ordinarily  prevail  at  Colon.  The  best  anchorage  is  about  one-half  mile 
to  a  mile  off  the  water  front.  Ships  have  no  trouble  in  holding  in  this  location  except  in  the 
rare  instances  of  very  high  winds.  The  swells  that  roll  into  the  harbor  at  times  from  remote 
storms  in  the  Caribbean  do  not  give  any  serious  trouble  to  vessels  at  anchor. 

Limon  Bay  is  open  to  the  north,  and  northers  blow  directly  into  it.  These  northers  are 
severe  windstorms,  usuallj'  accompanied  bj'  rain,  generally  from  slightly  west  of  north,  but 
occasionally  a  little  easterly  of  that  point.  They  occur,  on  the  average,  not  more  than  three  or 
four  days  in  the  j^ear  and  during  some  years  not  at  all.  During  these  storms  the  wind  blows 
with  high  velocity,  driving  storm  waves  of  great  magnitude  and  force  directly  into  the  l)ay.  At 
such  times  ships  can  not  lie  at  anchor  nor  be  berthed  alongside  the  piers  on  the  water  front 
without  grave  dangei'.  Indeed,  vessels  unable  to  get  away  in  time  to  escape  such  storms  have 
been  wrecked  on  the  water  front  of  Colon  as  well  as  at  other  points  in  the  bay.  So  many  ships 
have  lost  their  ground  tackle  while  at  anchor  off'  Manzanillo  Island  that  not  infrequently  anchors 
and  chains  are  brought  up  by  ships  while  raising  their  own  anchors.  During  the  ver\'  severe 
norther  of  November,  1879,  a  brig  drawing  IS  feet  at  anchor  in  tive  fathoms  touched  liottom  in  the 
trough  of  the  sea  and  lost  her  sternpost  and  rudder,  ^^'hen  northers  begin  to  blow,  all  the  steam 
vessels  invariably  get  to  sea  as  soon  as  possible.  Many  vessels  then  seek  the  naturally  protected 
adjacent  harbor  of  Porto  Bello. 

A  prominent  feature  of  Limon  Bay  is  the  artificial  point  or  jettj'  head  known  as  Cristobal 
Point.  This  was  built  by  the  old  Panama  Canal  Company  of  material  excavated  from  the  canal  or 
taken  from  other  points,  with  its  surface  brought  to  about  tive  feet  above  sea  level.  It  is  founded 
largelj"  upon  a  coral  bank  which  originally  stood  at  about  sea  level.  Its  margin  is  protected  bj'  a 
rough  revetment  of  fragments  of  the  country  rock  of  small  size  and  concrete  blocks  a  meter 
(3.28  ft.)  cube.  This  artificial  point  projects  about  1,300  feet  into  the  bay  from  its  easterlj'  side. 
Recent  surveys  show  that  the  bottom  of  all  that  part  of  the  bay  west  and  nortli  of  Cristobal 
Point  is  formed  largely  of  mud  from  15  or  20  to  possiblj-  30  or  more  feet  deep,  the  depth  of 
water  in  the  bay  opposite  being  about  28  feet. 

The  fact  that  the  old  Panama  Canal  Companj'  made  the  course  of  the  approach  channel  a 
tortuous  one,  with  curves  of  short  radius  to  the  entrance  of  the  canal  inmiediately  south  of  and 
under  the  protection  of  the  point,  indicates  the  necessity  of  protecting  the  entrance  of  the  canal 
from  storm  waves.  The  peculiar  formation  of  the  bed  of  the  bay  west  and  north  of  the  jetty 
indicates  that  waves  and  sea  currents  may,  unless  checked,  produce  undesirable  or  even  serious 
changes  in  the  bottom  at  a  depth  of  30  feet  and  less. 

As  ships  may  wish  to  enter  the  canal  at  any  time,  the  terminal  harbor  must  offer  safe 
entrance  to  it  any  day  in  the  year  and  under  all  conditions  of  weather.  In  view  of  the 
experience  with  northers  ever  since  the  harbor  of  Colon  has  been  frequented  by  shipping  it 
is  imperative  that  this  terminal  harbor  should  be  so  designed  and  constructed  as  to  protect 
the  dredged  approach  channel,  both  against  the  storm  waves  and  the  resulting  currents  which 
would  otherwise  tend  to  fill  the  channel.  Without  such  ample  protection  it  is  practically  certain 
that  the  dredged  approach  channel  in  the  bay  of  Limon  would  be  filled  b}-  sediment  during  one 
such  norther  as  that  of  January,  1905,  which  was  witnessed  by  three  members  of  the  Board. 
There  should  also  be  afforded  ample  anchorage  ground  within  the  protected  harl)or,  with  the 
requisite  room  for  maneuvering. 

To  enable  vessels  to  enter  or  leave  the  harbor  at  all  times,  even  during  severe  northers,  the 
channel  .should  have  the  same  direction  as  the  winds  during  sucli  storms,  which  are  almost  always 
from  a  point  slightly  west  of  north.  A  vessel  entering  or  leaving  this  channel  in  a  storm  would 
therefore  have  the  wind  ahead  oi'  astern  and  without  any  wind  abeam  to  complicate  the  navigation 


EEPOET    OF    BOAED    OF    CONSULTING   ENGINEEKS,  PANAMA    CANAL.  51 

of  the  channel.  It  is  for  this  reason  that  the  Board  has  proposed  a  straight  entrance  channel 
nearh"  parallel  to  the  Colon  shore  and  united  at  its  southerly  end  bj'^  a  curve  of  large  radius 
with  the  axis  of  the  canal  near  Mindi.  as  laid  down  b^-  the  French  company. 

If  a  line  be  drawn  due  west  across  Limon  Ba^-  from  Cristobal  Point,  behind  which  is  found 
the  inner  harbor  leading  to  the  canal  near  the  mouth  of  the  INIindi,  the  depth  of  28  feet 
will  be  found  on  this  line  at  mean  low  water  throughout  the  greater  part  of  its  length,  and  it 
will  be  seen  that  the  water  loses  depth  at  nearly  a  uniform  rate  from  that  point  to  the  shallow 
mud  beach  at  the  southerly  extremity  of  the  bay.  To  the  seaward  of  this  line  the  depth 
increases  quite  uniformly  to  -iO  feet  about  one  mile  north  of  Manzanillo  Point  light. 

After  much  consideration  of  all  the  conditions  bearing  upon  the  construction  of  a  safe  and 
commodious  harbor,  the  Board  provisionally  adopted  two  converging  breakwaters,  one  extend- 
ing from  the  beach  to  the  easterly  of  the  light-house  in  a  northwesterly  direction  one  mile,  to  a 
point  where  the  low-water  deptli  is  at  least  40  feet  and  a  short  distance  wester)}^  of  a  small  reef; 
the  other  starting  from  a  point  about  3.750  feet  west  of  ^Manzanillo  light,  running  also  one  mile  to 
a  point  where  the  deptii  at  mean  low  water  is  at  least  40  feet,  so  placed  as  to  atl'ord  an  entrance 
between  the  extremities  of  these  breakwaters  1.000  feet  in  width,  the  southerly  extremity  of 
the  latter  breakwater  to  be  connected  with  (Ireat  Reef,  oti'  Mindi  Point,  by  a  breakwater  or  stone 
dike  two  and  one-half  miles  in  length.  The  nearest  point  of  this  breakwater  to  Cristobal  Point 
would  also  be  about  3,750  feet.  These  breakwaters,  therefore,  would  inclose  a  harbor  area  nearly 
9,000  feet  long  from  the  entrance  and  nearlj' -t,00o  feet  wide  for  a  distance  of  at  least  eight-tenths 
of  a  mile,  within  which  the  depth  at  low  water  would  vary  from  30  to  35  feet.  Within  the  protected 
harbor  a  dredged  entrance  channel  500  feet  wide  on  the  bottom  and  4()  feet  deep  at  low  water 
would  lead  straight  from  thi>  entrance  between  jetties  to  the  canal  entrance  near  the  mouth  of  the 
Mindi. 

At  the  same  time,  the  inner  harbor  immediately  south  of  Cristobal  Point,  and  projected  as 
the  canal  entrance  by  l)oth  the  French  companies,  should  be  so  completed  as  to  afford  on  its 
easterl3'  side  the  necessary  coaling  facilities,  administration  offices,  and  other  buildings  required 
by  the  canal  traffic.  Vessels  entering  the  outer  or  main  harbor  will  anchor,  if  they  desire  to  do 
so,  arrange  for  payment  of  dues  and  their  passage  through  the  canal,  secure  such  supplies  and 
make  such  other  communications  with  the  port  as  may  be  necessary,  then  pass  to  the  coaling- 
station,  if  desired,  or  proceed  directly  into  the  canal. 

The  breakwaters  may  be  constructed  as  mounds  composed  of  suital)le  fragments  of  hard 
rock  for  their  superstructures,  or  blocks  of  concrete,  as  may  be  considered  most  economical  or 
desirable,  but  resting  upon  rubble  substructures,  which  may  be  of  softer  material  taken  from 
the  excavations  or  from  other  sources,  as  the  actual  construction  of  the  work  mav  make  most 
convenient  or  economical.  The  t\-pe  and  cross  section  of  the.se  breakwaters  and  the  general 
character  of  the  structures  would  be  similar  to  others  which  have  been  constructed  on  the 
Atlantic,  Pacific,  and  Gulf  coasts  of  the  United  States,  as  at  Delaware  Bay,  San  Pedro,  on 
the  coast  of  southern  California,  and  Galveston,  Tex. 

This  harbor  as  designed,  including  the  ports  of  Cristobal  and  Colon,  will  furnish  sufficient 
accommodations  for  an  indefinite  period  in  the  future  for  the  greatest  traffic  which  can  now  be 
anticipated  for  the  canal.  The  Board  does  not  set  forth  this  plan  as  that  which  it  would  necessarily 
hold  to  in  all  details  after  a  more  prolonged  study  and  con  side  I'ation  of  all  the  circumstances 
affecting  the  construction  of  such  a  harbor,  but  it  believes  that  the  accommodations  which  it  would 
afford  will  be  ample  for  the  purpose  and  that  the  amount  estimated  as  its  cost  is  sufficient  to  cover 
the  construction  of  a  suitable  harl)or  for  the  Caribbean  terminus  of  the  canal  should  the  plan 
herein  described  be  modilied  or  displaced  by  another. 

The  harhm'  of  Ancon. — The  harbor  conditions  at  the  Pacific  terminus  are  radically  different 
from  those  found  at  the  Caribbean  end,  in  that  no  storms  ever  occur  of  sufficient  magnitude  to 
disturb  vessels  anchored  in  the  roadstead  northerly  of  the  islands  of  Perico  and  Naos,  the  usual 
anchorage,  which  is  three  miles  by  the  present  dredged  channel  to  the  entrance  of  the  canal  at 
La  Boca.  Owing  to  littoral  currents  from  the  west  this  channel  requires  the  practically  constant 
service  of  dredges  in  ordei-  to  maintain  a  depth  of  20  to  22  feet.     At  the  present  entrance  of  the 


52  REPORT    OP    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL. 

canal,  which  is  also  the  mouth  of  the  Rio  Grande  estuary,  there  has  been  built  a  wharf  or  pier  of 
steel  1,000  feet  long-,  carrying  two  railroad  tracks  and  a  platform  for  the  exchange  of  cargo 
between  ships  lying  alongside  the  pier  and  freight  cars  on  the  railroad  tracks.  The  foundation 
structures  of  this  pier,  known  as  the  La  Boca  pier,  are  steel  cylindei-s  sunk  to  bed  rock  by  the 
pneimiatic  process  and  tilled  with  concrete.  Mud  and  rock  have  been  dredged  not  only  alongside 
the  pier,  but  over  an  area  in  front  of  it  to  make  a  turning  basin  sufficient  for  the  present  needs. 
The  depth  of  water  alongside  and  in  the  basin  varies  from  22  to  25  feet  at  low  water,  but,  like 
the  entrance  channel,  must  be  fi'equently  dredged  to  maintain  this  depth. 

The  bottom  of  the  bay  of  Panama,  at  the  anchorage  off  the  islands  of  Perico  and  Naos,  con- 
sists of  mud  mixed  with  sand,  shells,  and  other  materials,  and  forms  excellent  holding  ground. 
There  are  no  swells  to  disturb  ships  at  anchor.  There  is,  however,  little  depth  of  water  near  the 
shore,  and  the  30-foot  contour  lies  to  the  westward  and  southward  of  those  islands.  Deep-water 
channels  approach  the  islands  or  this  anchorage  from  three  directions,  that  immediately  eastward 
of  the  island  of  Flamenco  being  probably  the  best  adapted  for  the  approach  to  the  dredged 
channel  leading  into  the  canal. 

The  tides  in  Panama  Bay  are  of  far  greater  range  than  those  at  Colon,  although  mean  sea 
level  is  the  same  in  both  harbors.  They  are  very  regular.  During  spring  tides  the  water  sur- 
face may  oscillate  between  10  feet  above  mean  sea  level  to  10  below.  During  neap  tides  the 
range  from  high  to  low  may  not  exceed  7.9  feet.  Tidal  observations  have  been  made  at  the  mari- 
graph  station  on  the  island  of  Naos  foi-  many  years  and  they  supply  data  for  the  statement  of  the 
tidal  range  given  above. 

The  flood  tide  passes  between  Naos  and  Guinea  Point,  in  a  direction  north-northwest,  with  a 
maximum  current  exceeding  two  miles  per  liour.  The  tide  ascends  the  Rio  (irande  to  a  point 
nearly  four  miles  above  La  Boca  pier  and  inundates,  up  to  Miraflores,  the  manglares  or  low  marshes 
.through  which  the  river  flows.  The  period  of  inflow  is  short,  and  after  it  the  water  recedes  from 
the  swamp  with  an  outgoing  current  increased  by  that  in  the  river  between  two  and  four  hours 
after  high  tide.  This  maximum  current  is  estimated  at  a  little  over  three  miles  per  hour  during 
the  spring  tides  in  that  part  of  the  rainy  season  in  which  high  freshets  occur.  Cnder  ordinary 
conditions  the  current  in  the  Rio  Grande  during  the  dry  season,  or  in  those  portions  of  the  wet 
.season  when  the  rainfall  is  small,  is  too  slight  to  have  an}'  effect  upon  the  ebb  flow  of  the  tide. 
Between  La  Boca  and  the  anchorage  ground  the  ebb  follows  essentially  the  direction  of  the 
dredged  channel,  with  gradually  decreasing  current,  and  then  turns  to  the  south  and  southeast 
beyond  Flamenco. 

The  direction  of  the  present  dredged  channel  is  al)out  N.  60^  W.  It  was  originally  intended 
by  the  old  Panama  Canal  Company  to  give  the  channel  a  depth  of  30^  feet  at  low  water  and 
a  bottom  width  of  about  170  feet,  with  side  slopes  of  one  vertical  on  three  horizontal.  The 
present  channel  was  dredged  to  a  depth  of  30  feet  below  mean  tide,  and  was  opened  to  navigation 
in  December,  lOOO,  since  which  time  it  has  been  in  constant  service,  but  this  depth  has  not  been 
maintained.  The  material  taken  out  in  this  dredging  consisted  of  mud  and  silt,  some  material 
of  vegetable  origin,  sand,  gravel,  and,  in  the  vicinity  of  La  Boca  pier,  a  small  quantity  of  rock. 

It  has  already  been  observed  that  a  littoral  current  moves  from  west  to  east  across  the 
dredged  channel,  causing  considerable  sediment  to  deposit.  As  a  consequence  of  this  condition 
nearly  contiimous  dredging  is  required  to  maintain  a  depth  in  the  channel  of  21  to  22  feet  at  low 
water.  The  volume  dredged  in  this  manner  is  about  1.50,000  cubic  yards  annually,  and  sometimes 
rises  to  20,000  or  more  cubic  yards  per  month.  This  dredged  material  is  not,  except  in  com- 
paratively small  quantities,  brought  down  by  the  Rio  (irande  River,  but  is  moved  into  the  chan- 
nel by  the  littoral  current.  The  course  of  that  river  is  short  and  the  vohime  of  its  flow  far  too 
small  to  bear  a  sensible  quantity  of  sediment,  nor  does  the  latter  appear  to  be  of  the  character 
found  along  the  banks  of  the  Rio  Grande  or  in  its  lied. 

There  are  also  other  small  currents  existing  in  the  bay  in  the  vicinity  of  the  entrance  channel, 
and  under  certain  conditions  of  tide  and  wind  there  may  be  even  a  little  westerly  current,  but  all 
other  movements  than  that  from  the  west  are  small  and  probably  negligible  in  their  eflects  upon 
the  maintenance  of  the  entrance,  whether  in  its  present  location  or  on  a  new  line  between  Ancon 
and  Sosa  hills. 


REPOKT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAI^.  53 

If  the  present  location  of  the  Pucitic  end  of  the  canal  from  Mirailores  to  La  Boca  should  be 
retained  it  would  be  necessar\'  to  widen  and  deepen  the  channel  sufficiently  to  meet  the  require- 
ments of  the  ship  canal  now  projected.  Remembering  that  extremely  low  water  may  be  as  much 
as  10^  feet  below  mean  tide  it  is  obvious  that  a  much  deeper  excavation  will  be  required  to 
afford  the  prescribed  minimum  depth  of  40  feet  in  the  harlior  approach  channel  than  will  suffice 
at  the  Caribbean  terminus  of  the  canal.  The  location  of  the  tidal  lock  will  determine  the  distance 
inland  to  which  this  maximum  depth  of  excavation  must  be  carried.  If,  as  in  the  former 
French  plans,  that  lock  should  be  located  at  Miraflores,  a  little  over  four  miles  from  La  Boca, 
the  maximum  depth  of  excavation  would  he  carried  to  that  point,  but,  on  the  other  hand,  should 
the  new  location  for  the  tidal  lock  nearer  the  shore  line  be  adopted  the  deep-channel  excavation 
would  be  carried  only  to  that  lock. 

The  French  location  extending  from  Mirailores  to  the  anchorage  ground  in  deep  water  requires 
much  more  curvature  than  is  desirable  for  a  canal  entrance,  and  the  Board  believes  that  a 
straight  entrance  possesses  sufficient  additional  advantages  over  the  old  one  to  justify  substantial 
increase  in  expenditure  to  obtain  it.  A  new  alignment,  therefore,  for  the  Pacific  end  of  the 
canal  and  the  dredged  channel  has  been  adopted,  extending  from  a  point  between  Corozal  and 
Miraflores  in  a  straight  course  to  the  new  site  of  the  tidal  lock  between  Sosa  and  Ancon  hills, 
thence  witli  a  slight  change  in  direction  near  the  lock  directly  to  deep  water  off  the  island  of 
Flamenco.  Rock  outcrops  between  Ancon  and  Sosa  hills  and  that  vicinity  afford  a  perfectly 
.satisfactory  foundation  for  this  structure.  Although  the  tidal  currents  might  be  small  in  a  sea- 
level  section  extending  from  the  shore  line  to  a  tidal  lock  at  ]\Iiratlores,  and  might  only  be  a 
.source  of  temporary  inconvenience,  yet  they  are  undesirable  for  the  navigation  of  large  steamers, 
and  would  l)e  entirely  avoided  by  the  location  for  the  lock  adopted  by  the  Board. 

This  relocation  of  the  terminal  portion  of  the  canal  line  necessitates  the  excavation  of  a  mate- 
rially increased  amount  of  hard  rock,  which  has  been  included  in  the  estimate  of  total  cost, 
although  as  much  submarine  rock  excavation  in  the  vicinity  of  the  islands  has  been  avoided  as 
possible.  While  there  may  be  a  difference  of  opinion  as  to  the  justitication  for  such  additional 
cost  in  securing  a  better  entrance,  there  can  be  no  doubt  that  the  alignment  ado})ted  by  the  Board 
will  result  in  easier  and  safer  navigation  for  vessels  entering  the  canal  from  the  Pacific,  and  in 
much  less  cost  for  dredging  to  maintain  it. 

The  bottom  width  of  the  entrance  channel  leading  from  deep  water  off  the  island  of  Flamenco 
to  the  tidal  lock  near  Sosa  Hill  will  be  3(iu  feet,  but  the  side  slopes  will  depend  upon  the  character 
of  the  material  to  ije  excavated.  Inasmuch  as  exti-eme  low  water  of  spring  tides  will  occur  but 
rarely,  the  depth  of  excavation  in  this  dredged  channel  is  recommended  to  be  but  -1:5  feet  below 
mean  sea  level.  This  excavation  is  sufficient  to  give  at  least  iO  feet  at  low  water  for  all  but  tho.se 
spring  tides  having  a  range  of  more  than  10  feet.  As  the  mean  tidal  range  in  Panama  Bay  does 
not  exceed  about  14  feet  it  is  considered  that  the  depth  of  excavated  channel  to  be  provided  will 
never  be  a  source  of  any  inconvenience  or  anj-  delav  whatever  for  the  great  bulk  of  the  traffic  of 
the  canal,  the  measure  of  the  maximum  inconvenience  for  ships  of  greatest  draft  seeking  the 
canal,  if  they  should  be  ready  to  enter  it  at  extreme  low  water  or  at  about  that  time,  being  a 
total  of  onh'  two  or  three  hours. 

It  is  evident  that  the  approach  channel  on  this  new  location  may  be  subject  to  shoaling  by 
sand  moved  by  the  eastward  littoral  current,  as  is  the  present  channel.  The  rock  excavated  from 
the  new  entrance  should  be  deposited  along  its  westerly  side  so  as  to  form  a  low  dike,  com- 
pletely isolating  it  from  the  -Rio  (Jrande  estuary.  This  will  in  no  way  change  the  regimen  of 
the  latter  or  of  the  roadstead  near  the  islands,  but  it  will  afford  complete  protection  against 
the  easterly  drift  of  the  sediment  and  thus  prevent  deposition  in  the  channel.  It  is  possible, 
though  not  anticipated,  that  it  may  be  advisable  to  form  a  similar  low  dike  on  the  easterly  side 
of  the  channel,  and  there  will  be  sufficient  rock  from  the  channel  excavation  for  that  purpose 
should  it  be  desired.  The  precise  character  and  amount  of  these  measures  of  protection  for  the 
entrance  channel  can  onh'  be  determined  in  the  last  instance  by  observations  which  may  be  made 
during  the  progress  of  its  construction.  It  is  important  to  observe  that  there  is  no  reason  what- 
ever to  belie\'e  that  this  proposed  entrance  work  will  change  in  any  way  the  character  of  the 
anchorage  ground  north  of  the  islands  of  Naos,  Perico,  and  Flamenco,  which  has  always  been  of 


54  REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

SO  mucli  value  to  the  harbor  of  Panama  and  which  will  in  the  future  he  of  equal  value  to  the 
Pacific  terminal  harbor  of  the  canal. 

The  principal  reason  for  the  existence  of  the  La  Boca  pier  will  vanish  with  the  opening  of 
the  canal,  but  even  with  the  new  location  of  the  Pacific  terminal,  uses  of  value  will  probabh^  be 
found  for  that  structure.  No  better  location  for  shops,  small  shipways,  and  other  similar  and 
necessaiy  plant  can  be  found  near  the  Pacific  terminal  than  that  now  occupied  at  La  Boca  for 
those  purposes.  The  requisite  depth  of  water  required  for  the  service  of  these  plants  in  their 
present  positions  can  always  be  maintained  at  small  cost,  so  that  their  usefulness  will  in  no  way 
lie  impaired. 

The  question  of  the  necessity  of  a  tidal  lock  at  the  Panama  end  of  the  canal  has  been  raised  by 
engineers  of  repute,  but  the  limited  time  available  to  the  Board  has  not  permitted  the  full  con- 
sideration of  this  question  which  is  desirable.  It  is  probable  that  in  the  absence  of  a  tidal  lock 
the  tidal  currents  during  e.xtreme  spring  oscillations  would  reach  five  miles  per  hour.  While  it 
might  be  possible  to  devise  facilities  which  would  permit  ships  of  large  size  to  enter  or  leave  the 
canal  during  the  existence  of  such  currents,  the  Board  has  considered  it  advisable  to  contemplate 
and  estimate  for  twin  tidal  locks  located  near  Sosa  Hill,  even  though  the  period  during  which 
they  would  be  needed  would  probably  be  confined  to  a  part  of  each  spring  tide. 

The  highest  recently  recorded  range  of  spring  tides  which  the  Board  has  seen  (September, 
llt().5),  was  19  feet  9  inches  between  extreme  low  and  extreme  high  water,  while  from  1882  to 
1887  the  highest  amplitude  reported  was  20.93  feet.  With  such  tides  for  a  brief  period  at 
dead  low  water  there  would  be  a  ditterential  head  of  about  K)  feet — that  is  to  say,  the  water  in 
the  canal  would  be  10  feet  above  that  in  the  bay,  while  at  extreme  high  water  for  a  correspond- 
ingly short  period  the  level  of  the  water  in  the  ba}'  would  be  lo  feet  higher  than  that  in  the  canal. 

At  the  period  of  mean  tide  there  would  be  no  difference  of  level  between  the  bay  and  the 
canal,  so  that  during  that  period  of  the  tide  all  the  gates  of  the  tidal  lock  could  be  open,  leaving 
an  unobstructed  passage  for  vessels  until  the  approach  of  the  flood  tide  rendered  it  necessaiy  for 
the  gates  to  be  closed  until  slack  water  would  again  be  reached,  and  so  on  for  each  succeeding 
spring  tide.  During  neap  tides  the  range  is  so  small  that  it  will  not  be  found  necessary  to  bring 
the  gates  of  the  lock  into  use.  Consequently,  throughout  the  neap  period  of  each  tidal  cycle  a 
continuouslj'  open  and  unobstructed  passage  for  traffic  will  be  provided  through  the  tidal  locks. 

If  the  matter  be  put  into  figures  for  the  sake  of  comparison,  it  will  appear  (1)  that  in 
the  project  for  the  sea-level  canal  one  lock  may  lie  required  at  times  at  the  Panama  end 
of  the  waterway.  For  one-half  of  each  tidal  cycle  of  fourteen  days  the  gates  may  be  operated  to 
control  a  difference  of  head  of  an  average  height  or  depth  of  about  eight  feet  for  short  periods 
on  each  tide,  while  for  the  remainder  the  difference  of  level  between  canal  and  ocean  will  be 
negligible.  For  the  remaining  half  of  each  tidal  cycle  the  gates  will  be  out  of  operation  and 
the  locks  will  present  an  open  and  unobstructed  channel,  and  (2)  that  in  the  project  for  the 
lock  canal  six  locks  or  even  more  will  be  required  for  a  canal  with  a  summit  level  80  to  90  feet 
above  the  mean  level  of  the  sea;  that  these  locks  will  have  differences  of  level  ranging  from 
about  27  to  35  feet;  that  their  operation  will  be  perennial,  they  will  always  be  required,  and 
consequently  that  the  menace  which  they  will  present  to  the  safe  navigation  of  the  canal  by  large 
steamers  can  not  be  avoided  and  will  be  cumulative,  i.  e.,  must  be  multiplied  b}'  the  number  of 
lockages  to  which  such  vessels  will  be  subjected  during  their  passage  through  the  canal. 

(f;)    CROSS   SECTIONS   OF   THE   CANAL   PRISM." 

The  cross  sections  of  the  prisms  will  vary  with  the  character  of  the  material  excavated. 
Furthermore,  the  cross  section  of  the  deeply  dredged  channels  at  the  terminal  harbors  nuist 
obviously  be  different  from  those  in  the  canal  proper  between  the  shore  lines  of  the  Isthmus. 

In  the  judgment  of  the  Board  the  depth  of  water  in  the  canal  prism  and  in  both  of  the 
approach  channels  of  the  terminal  harbors  should  not  be  less  than  10  feet,  except  in  the  case  of 
the  channel  in  the  ba^'  of  Panama,  where  at  intervals  that  depth  would  not  be  found  during  short 
periods  at  extremelj^  low  spring  tides.  The  depth  of  40  feet  was  therefore  adopted  by  the 
Board  as  the  standard  minimum  depth  in  the  canal. 

«  See  Plate  III  for  diagram. 


BEPOKT   OF   BOAKD    OF   CONSULTING   ENGINEEKS,  PANAMA   CANAL.  55 

The  standard  bottom  width  in  tirm  earth,  includino-  the  dredged  portions  in  soft  material 
between  the  shore  line  of  Limon  Bay  and  Bohio.  was  fixed  at  150  feet,  the  side  slopes  in  the  same 
material  being  taken  at  one  vertical  on  two  horizontal. 

In  rock  the  bottom  width  was  taken  at  200  feet  with  side  slopes  in  the  channel  of  ten  vertical 
on  one  horizontal,  i.  e.,  practically  vertical.  The  side  slopes  above  water,  as  well  as  below,  in 
firm  earth  between  Bohio  and  Oliispo  and  south  of  Paraiso  were  taken  at  the  inclination  of  two 
vertical  on  three  horizontal. 

Some  modifications  of  these  standard  sections  were  made  by  the  Board  in  its  estimates  of 
quantities  of  material  to  be  excavated  in  combined  rock  and  earth  sections  between  Bohio  and 
Pedro  Miguel,  but  not  including  the  Culebra  section.  At  many  places  throughout  this  distance 
the  lower  portions  of  those  parts  of  the  cuts  above  the  water  surface  in  the  canal  will  be  rock 
overlaid  bj-  earth  or  softer  material.  In  the  great  summit  cut  the  surface  material  overlying  the 
rock  for  a  considerable  distance  in  the  vicinity  of  Culebra  Hill  is  clay,  which,  like  all  clay,  slips 
easily  when  wet.  When,  however,  this  clay  is  drained,  or  otherwise  protected  from  becoming 
saturated,  it  stands  with  satisfactory  firmness  and  gives  no  trouble.  Throughout  these  combined 
rock  and  earth  slopes  the  rock  is  given  a  face  slope  in  the  estimates  of  ten  vertical  on  one  horizontal 
and  the  clay  or  other  material  above  it  one  vertical  on  two  horizontal.  In  the  great  Culebra  cut. 
which  really  means  the  summit  divide  from  Obispo  to  Pedro  Miguel,  a  distance  of  seven  and  one- 
fourth  miles,  a  special  form  of  section  has  been  taken,  although  it  includes  the  same  elements  of 
slope  adopted  for  other  portions  of  the  cuts  taken  out  in  the  dr}-.  The  same  rock  section  for  the 
prism  of  200  feet  bottom  width  and  with  side  slopes  of  ten  vertical  on  one  horizontal  is  carried 
up  to  an  elevation  of  10  feet  above  mean  tide,  at  which  elevation  there  is  provided  a  horizontal 
berm  50  feet  in  width  on  each  side  of  the  canal  prism.  From  the  exterior  limits  of  these  berms 
benches  are  assumed  for  the  purpose  of  estimate,  each  30  feet  high,  with  a  face  slope  of  four 
vertical  on  one  horizontal,  the  width  of  the  bench  at  top  being  12|  feet.  These  benches  are 
carried  to  the  upper  limit  of  the  rock  portion  of  the  cut.  This  makes  the  average  or  mean  slope 
of  the  rock  three  vertical  on  two  horizontal.  The  clay  or  other  soft  material  overh'ing  the  rock 
is  given  the  same  slope  of  one  vertical  on  two  horizontal  already  described. 

It  is  believed  by  the  Board  that  the  estimated  volume  based  upon  these  side  slopes  is  ample. 
It  is  probable  that  large  portions  of  this  summit  cut,  composed  of  harder  rock  than  the  indurated 
clay  which  forms  the  material  classified  as  soft  rock,  will  permit  of  faces  having  a  slope  of  four 
vertical  on  one  horizontal  to  be  taken  out  much  higher  than  30  feet.  It  is  further  believed  that 
there  will  be  little  sliding  of  these  benches,  assumed  in  the  computations  of  c(uantities,  so  that  the 
volume  taken  out  of  the  great  summit  cut  is  much  more  likelj'  to  be  less  than  that  estimated  than 
in  excess  of  it,  especially  as  a  contingent  margin  has  been  added  to  all  items  of  cost. 

The  materials  classified  as  soft  and  hard  rock  have  been  exposed  with  surfaces  full}'  as  steep 
as  four  vertical  on  one  horizontal  ever  since  the  old  company  ceased  work  in  1889,  a  period  of 
sixteen  years.  Furthermore,  these  slopes  and  others  equally  steep  produced  bj'  the  excavation 
made  by  the  new  French  company  have  been  under  the  personal  observation  of  two  members 
of  the  Board  thi'oughout  the  past  six  years,  and  under  the  daily  observation  of  another 
member  for  over  a  year.  During  this  time  the  effects  of  weathering  have  been  small,  soft  rock 
as  well  as  the  hard  having  stood  without  sensible  slipping  or  other  deterioration.  In  fact,  it  is 
the  result  of  extended  experience  with  these  steep  faces  both  in  Central  America  and  on  the  Isth- 
mus that  the  steeper  the  faces  stand  without  crushing  at  their  lower  portions  the  less  weathering 
and  wash  from  the  tropical  rains  will  occur.  It  is  therefore  highlj'  desirable  to  finish  these 
slopes  in  as  high  benches  and  with  face  slopes  as  steep  as  practicable. 

Very  few  slips  of  rock  have  occurred  in  the  deepest  portions  of  the  Culebra  cut  since  it  was 
first  opened.  They  are  small  and  have  been  of  such  rare  occurrence  as  not  to  affect  the  correct- 
ness of  the  preceding  observations.  The  cross  sections  of  the  approach  channels  to  be  dredged  in 
the  harbors  of  Colon  and  Panama  have  been  described  under  "Harboi-s." 

It  is  believed  by  the  Board  that  the  cross  sections  of  the  prism  for  all  parts  of  the  canal  from 
deep  water  to  deep  water  are  well  adapted  to  meet  the  requirements  of  the  law  under  which  work 


56  BEPOBT   OF    BOAED    OF    CONSULTING   ENGINEEES,  PANAMA    CANAL. 

on  the  canal  is  now  prosecuted,  and  that  they  are  sufficient  to  accommodate  ships  of  the  deepest 
draft  now  afloat  and  which  may  be  reasonably  expected  for  the  future.  It  is  further  believed  that 
the  conditions  asjsumed,  especially  for  the  great  divide  cut,  are  such  as  to  make  the  estimated  total 
(luantities  larger  than  the  quantities  which  will  be  actually  excavated. 

(d)    ESTIMATE    OF   COST. 

The  unit  prices  to  be  applied  to  the  various  items  of  work  entering  the  completion  of  a  sea- 
level  canal  have  been  formulated  by  the  Board  after  most  careful  deliberation  upon  all  the  con- 
ditions affecting  the  actual  prosecution  of  the  work,  including  climatic  effects,  inefficiency  of 
available  labor,  the  distance  of  centers  of  supplies,  the  present  condition  of  the  various  incom- 
plete excavations,  the  general  experience  of  the  Isthmian  Canal  Commission  since  its  creation, 
and  other  influences  peculiar  to  the  circumstances  which  will  surround  the  execution  of  work  in 
the  Held  to  its  completion.  It  has  been  the  intention  of  tlie  Board  to  make  these  prices  liberal, 
so  as  to  remove  as  far  as  possible  any  prol)ability  of  the  ultimate  cost  of  the  work  being  greater 
than  that  estimated,  and  it  is  believed  that  they  are  sufficiently  liberal  to  accomplish  that  purpose. 

It  will  be  observed  that  they  pertain  to  methods  and  material  which  have  been  well  tried  in 
engineering  construction  and  do  not  rest  upon  anything  of  an  experimental  character,  as  it  is  the 
judgment  of  the  Board  that  nothing  should  be  included  in  the  proposed  plan  other  than  that 
which  has  been  justified  by  engineering  experience  with  work  as  nearly'  similar  to  that  contem- 
plated in  this  project  as  possible.  A  complete  schedule  of  these  unit  prices  will  be  found  in 
Appendix  R. 

The  Board  has  taken  account  of  and  given  due  weight  to  the  fact  that  vast  improvements  in 
mechanical  excavating  devices  have,  in  the  past  few  years,  been  made  and  their  effectiveness  demon- 
strated. The  Board  also  lielieves  that  other  improvements  specially  applicable  at  Panama  will  be 
developed  and  used  as  the  work  progresses,  as  was  the  case  during  the  making  of  the  Suez  and 
the  Chicago  Drainage  canals,  and  that  these  improvements  will  result  in  large  economies  and 
show  that  the  unit  prices  are  much  too  large;  but  in  fixing  these  units  account  has  been  taken  of 
nothing  which  has  not  been  tested  and  justified  in  actual  practice. 

Appl3'ing  the  unit  prices  adopted  to  the  ciuantities — a  tabulation  of  the  main  items  with  a 
grouping  of  the  smaller  items — the  following  estimate  of  cost  results: 

.Jetties  in  LiinonBay ?;.5,000,000 

Excavation  and  dredging  in  earth,  rock,  etc.,  througliout  the  canal 183, 1.36, 000 

Completion  of  river  diversions,  formation  of  dams  across  tributary'  streams,  regulation  of  rivers  which 

flow  into  the  canal,  etc.... 3,-500,000 

Dam  across  Chagres  Valley  at  Gamboa,  with  flood  sluices,  etc 6, 000, 000 

Spillway,  with  flood  sluices,  near  La  Boca 920,  000 

Twin  tidal  locks  in  the  Ancon-Sosa  saddle 6, 000, 000 

Leading  jetties  above  and  below  locks 795, 000 

Relaying  track  of  Panama  Railroad 500, 000 

205,851,000 
20  per  cent  for  contingencies,  administration,  and  engineering 41 ,  170,  200 

Total - 247,021,200 

The  Board  is  confident  that  the  Panama  Canal  can  be  constructed  and  completed  under  the 
plans  set  forth  and  recommended  in  this  report  within  the  preceding  total  sum  of  $247,021,200. 

There  are  certain  items  of  cost,  such  as  construction  of  military  defenses,  naval  stations, 
government  of  the  Canal  Zone,  sanitation,  light-houses,  buoying,  ligiiting,  and  the  provision  of  tugs, 
lighters,  derricks,  dredges,  scows,  etc.,  which  have  not  been  included.  They  are  common  to  any 
type  of  canal.  It  was  not  understood  to  be  the  desire  of  the  President  that  the  Board  should 
take  into  account  anything  that  did  not  relate  to  the  engineering  features  of  the  canal  construc- 
tion, but  there  is  no  doubt,  in  the  opinion  of  the  Board,  that  the  expense  of  maintenance  of  a  sea- 
level  canal  will  be  very  much  less  than  for  a  canal  requiring  lift  locks. 

Assuming  that  the  total  cost  of  the  Panama  Canal,  including  con.struction,  payments  to  the 
French  company  for  the  property  and  franchise,  to  the  Panama  Republic  for  the  rights  conveyed, 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL.  57 

the  cost  of  the  Zone  government  until  the  canal  is  open,  and  other  collateral  costs,  the  total 
possibly  reaching  §333,000,001  >,  the  interest  charge  on  this  sum  at  three  per  cent  would  reach 
$10,000,000.  That  such  an  in\'estment  would  he  a  safe  one  from  a  commercial  standpoint  is  indi- 
cated by  the  fact  that  the  interest  and  dividends  paid  to  the  owners  of  the  Suez  Canal  last  year 
reached  the  total  of  $17,000,(iOO,  after  paying  all  expenses  of  maintenance  and  operation,  also 
the  cost  of  the  extensive  enlargements  and  deepenings  which  are  continually  in  progress. 

(e)    estimate    OF   TIME. 

The  time  recjuired  for  the  construction  of  a  ship  canal  across  the  Isthmus  is  one  of  the  main 
elements  of  the  whole  subject.  If  the  execution  of  the  work  in  accordance  with  anj-  one  plan 
could  be  completed  within  a  reasonable  time  while  the  execution  of  the  work  under  another  plan 
of  equal  merit  could  be  realized  within  a  less  time,  it  is  clear  that  the  latter  plan  should  be  adopted. 
If,  however,  there  are  two  plans,  both  feasible  and  each  involving  an  amount  of  work  which  can 
be  accomplished  within  a  reasonable  period,  it  is  clear  that  the  execution  of  that  plan  requiring 
the  longer  period  may  be  justifiable  if  the  advantages  therebj-  gained  are  sufficient,  or  more  than 
sufficient,  to  compensate  for  the  delay.  If  the  work  required  under  the  less  desirable  plan  can 
be  finished  within  ten  or  eleven  years  while  that  under  the  more  desirable  plan  would  require  but 
two  years  longer,  the  small  delay  in  the  passage  of  the  first  vessel  through  the  waterway  might 
easily  be  neglected  in  comparison  with  the  advantages  secured  under  the  better  plan.  It  is  nec- 
essar}^  therefore,  to  weigh  carefully  the  significance  of  the  time  elements  in  reaching  a  conclu- 
sion as  to  the  plan  of  canal  to  be  adopted.  In  weighing  these  elements  it  is  further  necessar}-  to 
consider  that  in  the  execution  of  the  many  locks  and  dams  requii-ed  for  the  lock  canal,  accidents 
during  construction  which  would  defer  the  opening  of  the  waterway  are  more  likely  to  take 
place  than  in  the  simpler  works  of  the  sea-level  canal. 

The  time  required  to  complete  the  construction  of  one  or  more  of  the  main  features  of  the 
plan  controls  the  time  required  for  the  completion  of  the  entire  work,  for  the  obvious  reason 
that  the  various  smaller  features  may  be  attacked  and  completed  in  detail  in  less  time  than  would 
be  required  for  the  main  or  controlling  ones.  Under  well-balanced  administration  of  the  work, 
therefore,  the  entire  canal  should  be  completed  when  the  part  requiring  longest  time  is  finished. 
As  affecting  the  question  of  time  for  completion,  and  in  marked  degree  that  of  cost  also,  there 
are  two  features  of  the  sea-level  plan  which  are  of  great  moment:  One  is  the  excavation  of  the 
channel  through  the  great  divide,  amounting  to  about  110,000,000  cubic  yards  in  a  length  of  about 
seven  miles,  and  the  other  the  construction  of  the  tidal  lock  near  Ancon-Sosa,  having  a  usable 
length  of  1.000  feet  and  width  of  100  feet,  with  a  maximum  lift  above  mean  sea  level  of  10 
feet,  this  structure  requiring  over  600,000  cubic  j^ards  of  concrete  and  other  masonry.  These 
two  features  have  received  an  extended  and  careful  studj'. 

Inasmuch  as  hard  rock  outcrops  in  tlie  immediate  vicinity  of  the  tidal  lock  site  near  Sosa 
Hill  the  amount  of  excavation  required  to  secure  a  suitable  foundation  is  not  large  and  it  can  be 
expeditiously  completed.  The  most  serious  part  of  this  particular  problem  is  to  secure  and 
assemble  at  the  site  the  requisite  cement,  sand,  gravel,  or  broken  and  other  stone,  and  the  plant 
required  to  mix  and  put  in  place  the  great  mass  of  concrete  and  granite  for  the  masoni-y  portion 
of  the  lock.  The  gates  as  planned  would  be  of  steel,  and  each  leaf  would  weigh  about  275  tons. 
Their  construction,  shipment  to  the  Isthmus,  and  erection  in  the  locks  would  probably  require  .a 
period  of  nearly  two  years.  The  Board  has  estimated  that  the  time  required  for  placement  of  the 
concrete  and  stonework  would  he  four  years  after  the  excavation  had  been  completed.  It  is  there- 
fore reasonable  to  estimate  that  the  entire  twin-lock  construction,  including  excavation,  concreting, 
erecting  gates,  and  installing  machinery,  will  recjuire  a  period  of  not  more  than  eight  years. 
In  estimating  the  time  required  it  must  be  remembered  that  inasnmch  as  the  change  of  level 
may  be  in  both  directions,  up  or  down,  to  accommodate  extreme  high  and  low  stages  of  tide,  two 
sets  of  gates  will  be  required  in  each  of  the  twin  locks.  The  total  length  of  the  structure  will 
be  not  far  from  1,300  feet  exclusive  of  the  approach  works.  While  these  locks  are  great 
structures  the  lifts  are  comparatively  small. 
S.  Doc.  231,  59-1 11 


58  REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

It  may  be  suggested  that  the  Gamboa  dam,  Ijuilt  to  the  height  of  ISO  feet  abo^•e  the  rock  in 
the  deepest  place,  is  also  a  great  controlling  factor  as  respects  time,  but  the  Board  does  not 
indorse  such  an  opinion.  If  the  dam  be  entirely  of  masonry,  and  allowing  amply  for  interrup- 
tions by  freshets  or  floods,  the  structure  can  easily  be  completed  in  less  time  than  the  tidal  locks. 

The  excavation  of  110,00(»,OOU  cubic  yards  probably  can  not  be  completed  in  the  seven  miles 
of  summit  cutting  within  the  period  of  eight  years  which  are  estimated  to  be  requisite  for  the 
consti'uction  of  the  tidal  locks.  The  excavation  at  the  summit  may  thei'efore  be  considered  as  the 
controlling  element  in  the  time  required  to  build  a  sea-level  canal.  The  work  in  this  cut  is 
unprecedented.  Great  excavations  for  similar  purposes  have  been  made  in  the  Chicago  Drainage 
Canal,  at  the  Corinth  Canal  in  Greece,  and  in  the  Manchester  Ship  Canal.  The  maximum  annual 
excavations,  however,  in  these  works  have  been  12,50U,000.  2,500,000,  and  12,000,000  cubic 
yards,  respectively,  but  in  no  case  was  it  all  steam-shovel  work,  as  it  probably  will  be  in  the  divide 
cut  at  Panama.  The  maximum  depth  at  the  Culebra  cut  from  the  original  surface  to  the  bottom 
of  the  canal  will  be  373  feet  and  from  the  present  surface  208  feet.  The  maximum  depth  of  cut 
in  the  Corinth  Canal  was  286  feet,  but  no  other  excavation  in  recent  years  approaches  in  depth 
that  proposed  at  Panama. 

The  time  required  to  remove  this  great  mass  of  material,  by  far  the  greater  part  being  soft 
and  hard  rock,  will  depend  greatly  upon  the  efliciency  of  the  method  of  operation  and  the 
organization  of  force  and  plant,  all  of  which  must  be  ultimately  the  result  of  most  careful  con- 
sideration of  all  the  elements,  including  those  of  climate  and  character  of  labor  available.  It  is 
clear  that  for  the  best  results  the  greatest  possible  amount  of  work  must  be  done  by  mechanical 
appliances  and  the  least  possible  by  luanual  labor.  It  is  equally  clear  that  the  methods  of  con- 
ducting the  work,  including  the  control  of  the  plant  and  force,  must  be  such  as  will  be  subject  to 
a  minimum  of  climatic  interference  and  efl'ects  of  rainfall  in  the  rainy  seasons.  All  parts  of  the 
cut  must  be  completely  drained,  so  that  the  efl'ects  of  rainfall  and  springs  on  the  material  to  be 
moved  may  be  reduced  to  the  lowest  limit. 

In  considering  this  part  of  the  Board's  work  it  has  taken  full  evidence  regarding  this  great 
excavation  from  not  only  the  present  and  former  chief  engineers  of  the  Isthmian  Canal  Com- 
mission, but  also  from  the  division  and  resident  engineers  who  have  had  the  direct  chai-ge  of  the 
wcn-k.  The  records  and  plans  of  the  French  engineers  and  committees  have  been  diligently 
studied.  It  appears  safe  to  estimate  from  this  evidence  that  from  80  to  100  steam  shovels  of  the 
most  effective  type  now  in  use  on  the  Isthmus  can  be  etficiently  employed  continuall}-  on  this 
work  after  complete  organization.  It  will  require  from  two  to  two  and  a  half  years  to  install 
and  put  in  operation  this  excavating  plant.  The  independent  studies  by  the  Board  of  the 
arrangement  of  railroad  tracks  and  of  complete  systems  of  attack  at  both  ends  of  this  summit 
cut  completely  confirm  the  conservatism  of  the  evidence  given  before  it.  It  is  as  clearly 
demonstrable  as  any  estimate  of  rate  of  progress  and  time  for  the  completion  of  any  great 
engineering  work  can  be  that  after  the  full  installation  of  plant  not  less  than  100  steam  shovels 
may  be  continuously  engaged  between  Obispo  and  Pedro  Miguel  until  the  amount  of  work 
remaining  to  be  done  becomes  too  small  to  afford  space  for  the  operation  of  the  whole  plant. 

The  Board  recognizes  that  the  removal  of  the  material  in  the  summit  cut  is  in  reality  a 
problem  of  transportation.  It  is  a  comparativel}'  simple  matter  to  excavate  the  material  within 
a  much  shorter  time  than  that  allowed  for  the  work,  even  on  the  supposition  that  all  of  it  except 
the  clay  near  the  surface  must  be  shattered  by  preliminaiy  blasting.  The  whole  difficulty 
attending  this  part  of  the  construction  of  the  canal  is  attached  to  the  removal  of  the  material 
from  the  shovels  or  other  excavators  to  the  spoil  banks.  This  problem  of  transportation  is  in 
reality  the  substance  of  the  problem  of  building  the  transisthmian  canal  and,  in  treating  this 
part  of  the  project,  the  Board  realizes  and  has  considered  the  large  amount  of  railroad  track  and 
the  extensive  transportation  organization  required  for  the  disposition  of  the  waste  material.  It 
is  probable,  as  has  been  estimated,  that  not  less  than  three  miles  of  standard  track  will  be 
required  for  each  shovel  employed,  making  a  total  of  300  miles  of  trackage  for  100  shovels. 

If  it  be  assumed  that  100  shovels  are  available  for  continuous  work,  there  being  a  sufiicient 
surplus  a))ove  that   number  undergoing   repairs  whenever  necessary  to  maintain  the  working 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL.  59 

complement,  it  can  be  demonstrated  that  as  mucli  as  2().i»00,000  cubic  yards  of  material  classed 
as  rock  may  be  annuall_v  removed  from  the  sunmiit  cut.  This  estimate  is  based  upon  an  average 
number  of  working'  days  of  not  more  than  20  per  month  throughout  the  year,  which  is  an  under- 
estimate on  the  basis  of  the  experience  of  the  French  companies  and  of  that  which  has  accrued 
since  American  occupation  began,  in  Ma\',  1904.  In  this  estimate  the  capacit}^  of  one  shovel  is 
taken  as  materially  less  than  would  be  justified  h^-  the  actual  operations  of  steam  shovels  in  the 
Culebra  cut  daring  the  past  .year,  both  in  wet  and  dry  seasons.  Furthermore,  it  has  been  sup- 
posed that  the  working  day  is  to  be  but  eight  hours  long  and  that  one  shift  only  of  laborers 
would  be  employed  per  day,  whereas  it  is  perfectly  feasible  to  work  two  shifts  in  twenty-four 
hours  during  the  greater  part  of  the  year  and  possibly  during  the  entire  year.  Using  these  esti- 
mates for  the  period  of  what  may  be  assumed  to  be  the  maximum  annual  output  in  the  Culebra 
cut,  and  allowing  at  least  two  and  a  half  years  to  attain  this  maximum  rate  at  the  beginning  of  the 
work  and  a  period  of  not  less  than  three  years  for  a  decreasing  output  in  the  more  contracted 
space  in  the  lower  portions  of  the  cut  during  the  closing  period  of  operations,  it  is  found  that 
the  entire  quantity  of  11<>, 000. 000  cubic  }ardsof  material  in  the  divide  can  be  removed  within 
ten  years.  (For  time  curve  illustrating  practicable  excavation  of  Culebra  cut.  see  Plate  XXXI.) 
Although  the  preceding  estimate  of  time  has  been  based  upon  ample  allowances  for  the 
effect  of  the  rainy  seasons,  for  the  low  grade  of  labor  available  on  the  Isthmus,  and  for  climatic 
conditions  in  general,  the  Board  has  added  about  25  per  cent  to  it  for  other  contingent  causes  of 
delay,  either  similar  to  those  already  provided  for  or  of  any  other  character.  It  is  therefoi'« 
the  judgment  of  the  Board  that  a  ship  canal  on  the  sea- level  i)lan  outfined  in  this  report  can  be 
completed  within  a  period  of  time  not  exceeding  twelve  or  thirteen  years. 

(f)    IMPORTANT   CONSIDERATIONS. 

A  map  of  the  world  or.  still  better,  an  ordinary  tei-rcstrial  globe  presents  at  a  glance  the 
reason  for  the  construction  of  the  Panama  C'anal,  such  map  or  globe  being  of  itself  suiEcient  to 
indicate  what  the  status  of  the  waterway  will  be,  and  to  show  that  the  canal  will  provide  the  one 
great  maritime  highway  of  the  West — not  between  seas,  but  between  oceans;  not  for  countries, 
but  for  continents. 

The  vastness  of  the  interests  to  be  served  by  the  canal,  many  of  which  interests  now  wait  for 
their  development  on  the  construction  of  the  waterway,  demands  that  the  canal  shall,  when 
opened  for  traffic,  be  of  the  type  which  will  most  perfectly  fulfill  the  purposes  which  the 
waterway  is  intended  to  accomplish. 

First  and  foremost  it  is  essential  that  the  Panama  Canal  shall  present  not  merely  a  means  of 
interoceanic  navigation — it  may  be  said  that  any  tj'pe  of  canal  would  enable  vessels  to  pass  from 
ocean  to  ocean — but  a  means  of  .«//<?  and  u» intcrntpted  navigation,  on  which  no  special  hazards 
will  be  encountered  by  and  no  vexatious  delays  will  be  occasioned  to  the  vessels  which  will 
traverse  it.  It  is  therefore  evident  that  the  canal  ought  to  be  formed  in  such  manner  that  the 
course  thereof  shall  be  free  from  all  unnecessary"  obstructions,  and  that  no  obstacles  should  be 
interposed  in  that  course,  whether  temporary  or  permanent,  which  would  lij'  their  very  nature 
be  an  occasion  of  peril  and  of  detention  to  passing  vessels,  and  more  particularly  to  vessels  of  the 
great  size  which  the  Panama  Canal  is  (in  accordance  with  the  provisions  of  the  law  of  Congress) 
designed  to  accommodate. 

The  Board  is  of  opinion  that  this  consideration  should  be  of  determinative  force  in  respect 
to  the  type  of  canal  to  be  adopted,  and  that  it  should  lead  to  rejection  of  all  proposed  plans  in 
which  lift  locks,  whether  few  or  man^-,  form  the  principal  or  dominating  features,  and  conse- 
quently to  the  acceptance  of  the  sea-level  plan  as  the  only  one  giving  reasonable  assurance  of 
safe  and  uninterrupted  navigation. 

It  is  not  suggested  that  a  maritime  canal  with  locks  forming  the  essential  feature  is  an 
inherently  unsafe  sj^stem  of  navigation,  for  experience  has  not  only  demonstrated  the  contraiy, 
but  also  that  the  matter  is  one  of  degree.  A  navigation  with  locks  of  small  size  capable  of 
passing  the  ordinary  commercial  steamers  may  be  made  reasonably  safe,  while  a  maritime  water- 
way with  locks  of  the  dimensions  which  the  Boai'd  has  considered  to  be  necessary  in  order  to 


60  REPORT    OF    BOARD    OP    CONSULTING    ENGINEERS,  PANAMA    CANAIi. 

meet  the  requirement8  of  the  Spooner  Act  might  be  and  is  thought  to  be  .so  un.safe  for  the 
pii.s.sage  of  the  great  .seagoing-  ve.ssels  contemplated  by  that  act  as  to  be  altogether  beyond  the 
limit  of  prudent  de.sign  for  .safe  operation  and  administrative  efficiency. 

In  the  course  of  tlie  proceedings  of  the  Board  it  transpired  that  daring  the  la.st  nine  years 
three  accidents  arising  from  collisions  between  steaniei's  in  transit  and  the  lock  gates,  and  result- 
ing in  each  case  in  dangerous  damage  to  these  gates,  occurred  in  the  St.  Marys  Falls  Canal;  and 
also  that  three  accidents  arising  from  the  same  cause  and  having  tlie  same  result  occurred  in  the 
Manchester  Ship  Canal  in  England. 

Several  of  these  accidents  were  so  serious  that  disastrous  consciiuences  were  escaped  t)y  a 
narrow  margin  only.  It  is  practically  certain  that  if  the  locks  upon  which  the.se  accidents  took 
place  had  been  of  the  dimensions  and  had  controlled  the  great  did'erences  of  level  contemplated 
for  the  locks  of  the  Panama  Canal,  not  merely  serious  accidents  but  disasters  would  have  followed 
in  perhaps  all  these  cases,  throwing  the  whole  canal  out  of  operation  for  a  period  which  can  not 
be  estimated,  and  also  wrecking  the  vessels  in  the  path  of  the  resulting  Hood,  while  the  cost 
required  to  repair  the  damages  is  not  within  the  limits  of  reasonable  computation. 

The  three  accidents  at  St.  Marys  Falls  Canal  occurred  within  a  period  of  nine  years,  where 
there  is  only  one  lockage  of  about  20  feet.  If  six  locks  should  be  adopted  in  a  plan  for  the 
Panama  Canal,  each  having  a  lift  of  30  feet  or  more,  as  has  been  proposed  in  several  projects,  it 
would  not  be  unreasonable,  with  an  equal  number  of  vessels,  to  look  for  six  times  the  number  of 
accidents  in  the  same  period  of  time,  which  would  be  at  the  rate  of  two  per  year.  If  groups 
of  locks  should  be  arranged  in  flights,  as  has  also  been  proposed  in  some  projects,  the  imminence 
of  disastrous  accidents  would  be  greatly  enhanced,  as  would  be  the  amount  of  damage  to  the 
structures  and  to  the  vessels  involved.  Indeed,  it  is  highly  probable  that  the  grave  disaster  of  a 
great  ocean  steamship  breaking  through  the  gates  of  the  upper  lock  and  plunging  down  through 
those  below  might  be  realized. 

It  is  the  unqualitied  judgment  of  the  Board  that  the  United  States  (xovernment  should  not 
construct  an  interoceanic  waterway  to  acconmiodate  the  commerce  of  the  world  exposed  to  hazards 
of  this  sort.  These  conditions  become  even  more  serious  when  it  is  contemplated  that  this  canal 
is  to  be  used  for  strategic  purposes,  and  thei'efore  for  the  interoceanic  transit  of  vessels  of  war  of 
the  United  States  Navy. 

Consideration  of  the  growth  in  size  and  weight  of  battle  ships  during  the  last  ten  years — and 
of  the  fact  that  this  growth  is  still  progressing — leads  to  the  inevitable  conclusion  that  in  the  not 
distant  future  armor-clad  vessels  of  a  beam  of  90  feet  and  with  a  displacement  of  25,000  tons 
maj'  be  expected.  The  dimensions  adopted  by  the  Board  for  the  canal  prism  and  for  the  lock 
chambers  would  admit  of  the  passage  of  these  vessels. 

Argument  does  not  seem  to  be  required  to  emphasize  the  necessity  of  avoiding  the  process 
of  locking  these  ponderous  and  unwieldy  ironclads  up  or  down  in  the  Panama  Canal.  The  dif- 
ficulty of  handling  them  in  the  most  favorable  circumstances  is  notorious,  while  in  the  operations 
required  for  raising  them  in  one  series  of  locks  and  for  dropping  them  down  in  another  series 
the  difficulty  would  come  so  perilously  near  impracticability  that  in  the  opinion  of  the  Board  no 
scheme  involving  it  should  be  accepted. 

As  there  is  no  maritime  canal  in  the  United  States  or  about  its  borders  it  is  natural  to  regard 
the  navigation  of  the  St.  Mai-ys  P^lls  Canal  as  exhibiting  conditions  practically  parallel  to  those 
which  would  exist  in  the  Panama  Canal,  but  inferences  drawn  upon  such  a  basis  may  be  greatly 
misleading.  The  lock  in  that  canal  has  been  so  successfully  operated  and  its  administration  has 
exhibited  such  gratifying  results  that  there  is  danger  of  forgetting  that  it  is  located  in  an  environ- 
ment of  a  highly  special  character.  It  is  now  a  marked  feature  of  the  navigation  route  of  the 
Great  Lakes.  The  masters  of  the  vessels  pa.ssing  this  canal  and  lock  are  therefore  familiar  not 
only  with  every  detail  of  the  short  canal  in  which  the  lock  is  located  and  of  the  lock  itself,  but 
also  of  every  cii'cumstance  of  its  operation.  They  pass  to  and  fro  with  their  ships  every  two  or 
three  weeks  during  the  period  of  navigation,  so  that  the  vessels  which  the  lock  .serves  are  almost 
fixed  features  of  a  daily  routine  from  which  there  is  little  or  no  variation.  Entrance  to  and  exit 
from  the  lock  becomes  by  constant  familiarity  a  routine  performance  in  which  constant  repeti- 


REPOKT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CAN.AL.  '         61 

tion  leads  to  a  degree  of  skill  and  safety  which  can  never  l)e  attained  in  a  maritime  waterwa}- 
like  that  of  the  Panama  Canal,  serving  the  commerce  of  the  world,  carried  in  vessels  whose 
masters  would  come  in  contact  with  the  physical  conditions  surrounding  the  locks  and  the  regu- 
lations governing  their  operation  at  rare  intervals  onh',  and  whose  crews  would  be  absolutely 
strange  to  every  feature  of  this  canal  service.  Under  such  circumstances  any  variation  from  the 
simplest  and  plainest  conditions  of  navigation  would  necessarily  be  a  source  of  grave  danger 
and  likely  to  lead  to  serious  accident.  Again,  the  canal  navigation  at  Sault  8te.  Marie  is  closed 
by  ice  for  three  or  four  months  each  year.  Then  the  locks  are  or  can  be  pumped  out,  the  gates 
and  all  other  mechanism  examined  and  repaired  or  replaced:  Init  there  will  be  no  such  annual 
period  of  idleness  for  similar  overhauling  at  Panama. 

It  has  already  been  shown  in  this  report  how  seriously  the  existence  or  nonexistence  of  locks 
may  affect  the  safety  of  this  canal  navigation.  Those  con.siderations  will  not  be  repeated  here, 
but  it  should  be  observed  that  the  ease  with  which  vicious  enemies  of  all  classes  may  destroA' 
locks  by  small  quantities  of.  high  explosives,  or  even  ram  lock  gates  with  a  passing  ship  in  an 
apparenth-  innocent  manner,  or  produce  other  similar  damage  to  locks,  might  actually  put  the 
control  of  a  canal  with  lift  locks  in  the  hands  of  such  an  enemy  at  a  juncture  when  its  mainte- 
nance of  operation  for  the  passage  of  naval  vessels  or  for  other  strategic  purposes  might  be  of  the 
utmost  necessity  to  the  United  States  Government. 

It  is  true  that  a  sea-level  canal  or  any  restricted  waterway  may  be  closed  by  accident,  as  by 
a  vessel  stranding  or  sinking.  Such  an  obstruction  would  be  temporary  only,  as  it  could 
be  removed  in  a  fe^v  days,  even  if  the  wreck  had  to  be  blown  up,  as  recently  occurred  in  the 
Suez  Canal,  an  incident  mentioned  elsewhere  in  this  report.  Such  an  accident  is  not  to  be 
compared  with  those  greater  and  more  far-reaching,  resulting-  in  the  destruction  of  the  lock 
gates,  the  drawing  off  of  the  water  from  the  summit  level,  and  the  possible  serious  damage  to 
the  canal  prism. 

It  may  be  argued  that  the  objections  to  which  we  have  referred  as  existing  to  the  employ- 
ment of  lift  locks  apply  also  to  the  sea-level  plan  in  which  the  construction  of  tidal  locks  at  or 
near  the  Pacific  terminus  is  a  feature.  In  reply  it  m<ay  be  conceded  that  the  argument  is  at  first 
sight  a  fair  one  and  that  due  weight  should  be  given  to  it;  but  while  it  is  clear  in  any  case  that 
one  obstruction  in  the  course  of  a  maritime  highway  would  l)e  preferable  to  six  or  eight,  the 
difference  between  the  functions  of  any  lift  lock  in  the  lock-caiial  proposal  and  those  of  the  tidal 
locks  in  the  sea-level  plan  should  be  clear  to  any  impartial  critic. 

The  tidal  lock  is  for  regulating  purposes  only,  and  the  reason  for  its  introduction  is  due  to 
the  natural  circumstances  which  exist,  there  being  practicall3'  no  tidal  I'ange  in  the  bay  of  Limon, 
at  the  Atlantic  end  of  the  canal,  while  in  the  bay  of  Panama,  at  the  Pacific  terminus,  the  range 
at  high  spring  tides  is  more  than  20  feet. 

Much  has  been  said  in  the  projects  submitted  to  the  Board  about  the  advantages  of  lake 
navigation  in  the  great  reservoirs  or  lakes  which  it  has  been  proposed  to  create  by  dams  across 
the  Chagres  on  the  one  side  of  the  Isthmus  and  across  the  estuary  of  the  Rio  Grande  on  the  other. 
Extended  experience  in  the  navigation  of  maritime  canals  on  the  continent  of  Europe  and  in 
Great  Britain  has  shown  that  this  advantage  is  largely  imaginary,  for  it  has  been  found  in  such 
canals,  with  prisms  of  much  less  dimensions  than  those  recommended  for  this  route,  that  steamers 
of  the  largest  size  which  they  can  acconunodate  may  steam  through  them  at  speeds  of  about  six 
miles  per  hour  without  any  real  difficulty  or  danger.  Such  is  the  case  in  the  Suez  Canal  and  the 
Manchester  Ship  Canal.  As  a  matter  of  fact,  throughout  the  greater  part  of  the  Panama  Canal 
traversing  the  proposed  lakes  the  actual  channels  would  have  submerged  banks,  necessitating 
buoys,  and  within  which  the  speed  of  vessels  would  not  greatly  exceed  that  possible  in  the 
sea-level  canal. 

It  must  also  be  observed  in  making  a  comparative  consideration  of  the  lock  and  sea-level 
types  of  canal  that  the  locks  in  the  former  constitute  a  restriction  or  limit  to  the  capacity 
for  traffic  of  the  waterway  in  which  they  are  found,  i.  e.,  they  are  in  a  substantial  measure 
obstructions  to  navigation.  There  is  a  limit  to  the  number  of  lockages  per  day  which  may  be 
made,  perhaps  not  exceeding  ten  per  lock  or  twenty'  per  pair  in  any  of  the  lock  plans  hitherto 


62  REPORT   OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

considered.  The  maintenance  and  operation  of  locks  is  also  costly.  If  of  such  great  dimensions 
as  those  considered  necessary  by  the  Board  under  the  Spooner  Act,  they  require  the  installation, 
maintenance,  and  operation  of  an  extensive  power  plant  for  the  working  of  the  gates.  It  is 
not  easy  to  estimate  what  the  annual  cost  of  maintenance,  including  renewals  and  operation, 
of  these  would  be,  but,  using  the  estimates  of  the  Isthmian  Canal  Commission  of  1899-1901, 
it  is  probable  that  the  annual  cost  of  operation  of  the  six  locks  contemplated  in  the  projects 
brought  before  the  Board  would  be  about  $525,000.  This  annual  charge  capitalized  at  three  per 
cent  would  make  a  sum  of  $17,500,000  to  be  added  to  the  cost  of  the  lock  canal.  The  correspond- 
ing item  in  the  sea-level  plan  would  be  the  capitalized  annual  cost  of  operating  the  tidal  locks 
near  Panama. 

The  comparative  ease  and  economy  of  enlarging  the  prism  of  the  sea-level  canal  to  accommo- 
date any  additional  demands  of  the  future  must  be  given  the  weight  which  properly  belongs  to 
it.  The  operations  which  have  already  been  conducted  so  extensively  in  enlarging  the  prisms  of 
the  Suez  and  Manchester  Ship  canals,  and  which  are  now  about  to  be  undertaken  at  the  Kaiser 
Wilhelm  Canal  at  Kiel,  show  that  such  operations  may  be  required.  The  facility  with  which 
work  of  that  character  ma\'  be  done  in  a  sea-level  waterway  where  there  are  no  lock  structures 
constitutes  a  material  advantage. 

It  has  already  been  stated  as  the  opinion  of  the  Board  that  the  time  required  for  the  con- 
struction of  the  Panama  Canal  with  a  summit  level  at  60  feet  above  mean  sea  level  will  at  best 
be  only  two  ^ears  less  than  required  for  the  construction  of  the  sea-level  canal.  But  as  afliecting 
this  question  of  time,  it  should  be  observed  that  accidents  during  construction  leading  to  an 
extension  of  the  time  required  to  complete  the  canal  would  be  more  likely  to  occur  in  the  more 
numerous  structures  involved  in  the  building  of  the  lock  canal  than  in  the  works  for  the  sea- 
level  canal.  It  has  further  been  shown  that  the  difl'erence  in  cost  between  the  two  plans  will 
not  exceed  about  $71,000,000  in  favor  of  the  former,  which  nuist  be  reduced  by  the  capitalized 
cost  of  the  maintenance  and  operation  of  locks  and  by  the  cost  of  the  overflowed  lands,  as  before 
stated. 

It  is  seen,  therefore,  that  the  lock  design  has  inconsiderable  advantage  either  in  time  of 
realization  or  ultimate  cost  over  the  one  recommended  by  the  Board  for  adoption  b}'  the  United 
States  Government,  which  possesses  all  the  advantages  of  practically  indefinite  capacity  for 
traffic,  besides  a  degree  of  safety  and  uninterrupted  operation  which  can  not  be  approached  by 
any  lock  plan. 

Did  a  canal  now  exist  of  the  widths  proposed,  but  limited  in  depth  to  35  feet,  it  would 
accommodate  all  existing  shipping.  By  restricting  the  depths  in  the  prisms  (but  not  in  the 
locks),  as  suggested  but  not  recommended,  the  channel  could  pi-obably  be  opened  in  a  year  or 
two  less  than  if  constructed  at  first  to  full  depth,  and  the  saving  in  cost  would  amount  to  about 
$17,000,000.  When  it  should  be  decided  to  take  out  the  other  five  feet  in  order  to  accommodate 
vessels  of  a  greater  depth,  that  could  readily  be  done  at  some  increase  of  cost  over  what  would 
have  been  incurred  if  made  originally  at  the  full  depth  of  40  feet. 

The  Board  desires  to  emphasize  the  fact  that  in  its  knowledge  no  great  enterprise  in  con- 
nection with  transportation,  whether  it  l)e  a  canal,  a  railway,  a  harl)or  or  docks,  or  similar  work, 
has  ever  yet  been  completed  of  such  size  or  proportions  that  subsequent  enlargement  did  not 
become  necessary.  The  Board  is  therefore  of  the  opinion  that  in  this  particular  case  the  United 
States  Government  should  construct  this  great  artificial  waterway  of  such  type  and  dimensions 
as  to  give  it  at  the  outset  the  inaxinuun  capacity  that  seems  likely  to  be  required,  guaranteeing 
the  greatest  facility  of  operation,  and  leaving  the  canal  as  constructed  with  ample  provision  for  a 
reasonable  future  increase  of  trafiic  and  in  condition  for  most  speedy  and  economical  enlargement 
in  response  to  the  future  demands  of  commerce,  without  the  undoing  of  any  construction. 

It  is  the  belief  of  the  Board  that  the  essential  and  the  indispensable  features  of  a  convenient 
and  safe  ship  canal  at  the  American  Isthmus  are  now  known;  that  such  a  canal  can  be  constructed 
in  twelve  or  thirteen  years'  time;  that  the  cost  will  be  less  than  1250,000,000;  that  it  will  endure 
for  all  time. 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,   PANAMA    CANAL.  63 

The  Board  does  not  believe  that  a  provisional  treatment  of  this  great  question  would  yield 
results  which  would  be  satisfactory  to  the  American  nation  or  advantageous  to  American  com- 
merce, or  that  such  treatment  would  be  in  consonance  with  the  increase  of  population,  of  trade, 
and  of  wealth  which  will  surely  take  place  during  the  next  half  century  in  the  Western 
Hemisphere. 

For  all  these  reasons  the  Board  recommends  that  the  sea-level  plan  be  adopted  for  the 
Panama  Canal. 

Mr.  Quellennec's  indorsement  of  this  report  is  to  be  considered  in  connection  with  his 
statements  qualifying  his  vote  as  recorded  in  the  minutes  of  the  nineteenth  and  twenty -fifth 
meetings. 

Respectfully  submitted. 

Geo.  W.  Davis. 

Wm.  Barclay  Parsons. 

Wm.  H.  Burr. 

Wm.  Henry  Hunter. 

Ad.  Guerard. 

EUGEN  TiNCAUZER. 

J.  W.  Welcker. 
E.  Quellennec. 


MINORITY  REPORT. 

The  undersigned,  a  minorit}-  of  the  Board,  concurring  with  much  of  the  preceding  report, 
dissent  from  the  preference  expressed  for  a  sea-level  canal. 

We  believe  a  lock  canal  the  better  one  for  the  United  States  to  construct,  for  the  following 
reasons: 

1.  Greater  capacity-  for  traffic  than  atiorded  b}-  the  narrow  waterwa}-  proposed  by  the  Board. 

2.  Greater  safety  for  ships  and  less  danger  of  interruption  to  traffic  by  reason  of  the  wider 
and  deeper  channels  which  the  lock  canal  makes  possible  at  small  cost. 

3.  Quicker  passage  across  the  Isthmus  for  large  ships  or  a  large  traffic. 

4.  Materially  less  time  required  for  construction. 
.5.  Materially  less  cost. 

The  studies  of  a  lock  canal  )>y  the  Board,  and  for  the  Board  by  its  coumiittees,  embraced  a 
number  of  projects  with  sununit  levels  varying  from  30  to  90  feet  above  mean  tide  (which  will 
be  hereinafter  referred  to  as  elevation  30,  elevation  90.  etc.),  with  duplicate  locks  having  usable 
widths  of  95  and  100  feet,  and  usable  lengths  of  900  and  1,000  feet,  located  at  various  places,  and 
with  the  summit  level  maintained  on  the  Atlantic  side  by  dams  at  Mindi,  Gatun,  Bohio,  or  Obispo. 
The  projects  of  Mr.  Bates,  with  summit  levels  up  to  elevation  97,  of  Major  Gillette,  with  summit 
level  at  elevation  100,  and  of  Mr.  Buuau-Varilla,  with  summit  level  at  elevation  130.  were  also 
considered.  The  Board  selected  for  comparison  with  the  sea-level  project  a  lock  canal  with 
summit  level  at  elevation  60  and  with  locks  having  a  width  of  100  feet  and  usable  length  of  1,000 
feet,  which  is  described  in  the  report  of  the  Board. 

The  undersigned  are  of  opinion  that  there  are  several  variants  for  lock  canals  which  should 
have  preference  over  the  sea-level  project,  consideration  being  given  to  facility  and  safety  of 
transit,  and  time  and  cost  of  construction;  and  that,  for  reasons  which  follow,  locks  of  the 
smaller  dimensions  noted  above  will  adequately  meet  all  probable  demands  for  a  long  term  of 
years.  We  present  for  comparison  with  the  project  preferred  by  the  Board,  to  be  considered 
later,  a  project  with  summit  level  at  elevation  85  maintained  by  a  dam  and  duplicate  flights  of 
three  locks  at  Gatun.  This  is  recommended  for  adoption.  General  Abbot  preferring  a  lower 
dam  with  duplicate  flights  of  two  locks  at  Gatun,  supplemented  by  a  dam  and  duplicate  single 
locks  at  Bohio,  raising  the  summit  level  to  elevation  85,  as  before. 

THE  LOCK-CANAL  PROJECT  RECOMMENDED. 

This  project  is  a  modification  of  the  one  adopted  by  the  Isthmian  Canal  Commission  of 
1899-1901,  the  modifications  being  due  in  part  to  the  requirement  for  greater  dimensions 
imposed  by  the  act  of  Congress  approved  June  28,  1902,  called  the  Spooner  Act,  and  in  pai't  to 
data  collected  within  the  last  two  years,  which  make  it  feasible  to  design  a  much  better  canal 
without  increased  cost.  The  elevation  of  the  summit  level  is  practically  the  same  as  in  the 
earlier  project.  Unfavorable  developments  at  the  site  of  the  proposed  Bohio  dam  and  the 
existence  of  more  favorable  conditions  at  a  site  nearer  the  Atlantic,  together  with  important 
incidental  advantages,  have  led  us  to  recommend  the  latter.  On  the  Pacific  side  the  terminal 
lock  is  placed  at  Sosa,  instead  of  at  Miraflores,  for  reasons  which  will  appear  further  on. 

(a)  the  colon  entrance. 

Commencing  the  description  at  the  Atlantic  end,  the  plan  of  the  Board  for  a  breakwater  in 
Limon  Bay  is,  with  only  a  slight  change,  adopted  for  purposes  of  estimate.  The  change  consists 
in  swinging  the  long  westerly  line  out  from  the  shore  at  Mindi  Point  far  enough  to  permit  the 

65 
S.  Doc.  231,  59-1 12 


06  REPORT    OF    BOARD   OF    CONSULTING   ENGINEERS,  PANAMA    CANAL. 

channel  (oUO  feet  wide  and  il  feet  deep  at  mean  tide)  to  be  made  througii  the  easily  dredged 
earth  outside  the  point,  instead  of  inside  the  point  where  there  would  be  much  expensive  rock 
excavation.  The  breakwater  and  channel  as  moditied  will  be  extended  to  the  head  of  the  bay. 
It  seems  possible  that  the  breakwater  may  be  dispensed  with  wholly,  or  in  part,  and  the  channel 
widened  to  1.000  feet  or  more,  to  the  advantage  of  navigation  and  with  a  reduction  of  cost. 

The  Board's  plan  of  harbor  and  canal  entrance,  however,  is  much  superior  to  that  of  the 
French  company,  as  it  provides  a  safe  and  easy  entrance  at  all  times.  The  distance  from  the 
head  of  the  bi'eakwater  to  the  shore  line  near  the  mouth  of  the  river  Mindi  is  4.5.5  miles.  From 
this  point  the  500-foot  channel  is  to  be  continued  2.6  miles  farther,  to  the  locks  at  Gatun. 

(b)    the    GATUX    DAM. 

The  controlling  feature  of  the  project  with  summit  level  at  elevation  85  is  the  earth  dam 
across  the  Chagres  at  Gatun.  The  object  of  this  dam  is  to  form  a  great  reservoir,  or  inland 
lake,  in  which  the  Hoods  of  the  Chagres  will  be  received  and  from  which  the  surplus  water  will 
be  discharged  through  sluices  and  the  height  of  water  in  the  reservoir  regulated.  Lake  Gatun 
will  be  about  110  square  miles  in  area  and  will  form  the  summit  level  of  the  canal.  The  lake 
will  also  serve  to  impound  water  for  lockage  and  other  purposes  during  the  dry  season  and  to 
give  free,  open  navigation  in  a  broad  waterway  all  the  way  from  Gatun  to  Obispo. 

Every  lock  plan  heretofore  recommended  for  a  Panama  Canal  has  included  a  dam  across  the 
Chagres,  thereby  providing  for  lake  navigation  for  a  portion  of  the  distance  across  the  Isthmus. 
All  of  the  oiEcial  reports  have  recommended  that  the  dam  be  placed  at  Bohio,  where  the  valley 
is  narrow,  but  Gatun  has  also  been  mentioned  as  a  site  which  would  be  advantageous  if  the  feasi- 
bility of  building  a  dam  and  locks  at  this  place  at  a  reasonable  cost  were  established. 

Since  the  United  States  has  taken  charge  at  the  Isthmus,  the  Isthmian  Canal  Commission  has 
had  mauv  borings  made  at  and  near  these  two  sites.  Those  at  Bohio,  which  are  especially  com- 
plete, show  a  greater  proportion  of  water-bearing  porous  material  than  had  previously  been 
found.  The  maximum  depth  to  the  rock  on  the  most  feasible  line  for  a  dam  at  this  place  is  lt35 
feet  below  sea  level. 

The  borings  made  prior  to  September,  1905,  at  and  near  Gatun  showed  nearl}-  everj-where 
an  admixture  of  sand  with  cla}'  and  impervious  material,  with  a  maximum  depth  to  rock  of  204 
feet  below  sea  level.  Man}-  of  the  borings,  even  those  at  consideral>le  depths,  encountered 
shells,  wood,  and  vegetable  matter,  all  tending  to  show  that  the  material  had  been  deposited  in 
currents  too  sluggish  to  transport  gravel  and  other  coarse  material. 

The  borings  were  "  water  jet"  or  "'wash  drill"  borings,  made  by  first  driving,  when  neces- 
sary, an  iron  pipe  (known  as  a  casing)  having  an  inside  diameter  of  two  or  two  and  one-half 
inches,  and  then  inserting  a  smaller  pipe  tlirough  which  a  jet  of  water  was  forced,  washing  the 
material  in  the  larger  pipe  through  the  annular  space  between  the  two  pipes  to  the  surface  of  the 
gi'ound.  It  was  characteristic  of  these  borings,  and  also  significant,  that  in  manj-  cases  it  was 
not  necessary  to  drive  anj'  casing;  or,  if  one  was  driven,  it  was  not  necessary  to  drive  it  to  the 
full  depth,  as  the  material  contained  enough  clay  to  sustain  the  sides  of  the  hole  without  the 
Casing. 

Of  27  borings  made  before  September  with  reference  to  the  location  of  a  dam  at  or  near 
Gatun,  no  casing  was  used  in  thirteen  holes;  in  three  other  holes  the  length  of  casing  did  not 
exceed  20  feet,  while  in  the  remainder  the  length  of  casing  ranged  from  2S  to  101  feet,  but  in  no 
instance  was  the  casing  driven  much  more  than  halfway  down  to  the  bottom  of  the  hole. 

The  depth  to  rock  was  shown  to  be  so  great,  both  at  Bohio  and  at  Gatun,  that  it  would  be 
costly  and  diffiuult  in  either  case,  if  not  impracticable,  to  excavate  to  the  rock  or  to  provide  any 
efficient  cut-off  or  stop-water  extending  from  the  surface  of  the  ground  to  the  rock;  and  if  a  dam 
were  to  be  built  without  such  cut-ofl'  the  borings  showed  clearly  that  there  would  be  less  seepage 
beneath  a  dam  built  at  (latun  than  at  Bohio. 

In  addition  to  the  borings,  the  Commission  had  caused  topographic  surveys  to  be  made  at 
the  site  of  the  dam,  which  showed  what  was  apparently  an  excellent  site  for  locks  on  the  high 
ground  back  of  Gatun,  and  a  suitable  site  for  a  diversion  channel  for  conveying  the  water  of  the 


REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  67 

Chagres  during  the  construction  of  the  earth  dam  and  for  regulating  works  to  control  the  dis- 
charge of  surplus  water  from  the  lake  to  be  formed  bj'  the  dam. 

Few  borings  had  been  made  at  the  exact  site  selected  for  the  dam.  and  none  had  been  made 
at  the  sites  selected  on  the  high  lands  for  the  locks  and  the  regulating  works.  The  Commission 
was  therefore  requested  bv  the  Board  to  have  some  additional  borings  made,  both  on  the  high 
lands  and  in  the  valleys,  and  also  some  additional  topographic  surveys. 

The  location  of  all  borings  is  shown  on  the  map  of  the  (iatun  dam  site.  Plate  XI.  and  the 
borings  on  a  line  across  the  valley  at  the  dam  site  are  shown  on  Plate  XII. 

It  will  be  noticed  on  Plate  XII  that  there  are  two  deep  depressions  or  gorges  in  the  rock, 
which  have  been  tilled  with  alluvial  material.  The  deepest  boring  penetrated  this  material  258 
feet  before  striking  rock.  The  lower  50  to  60  feet  of  the  material  in  the  deepest  gorge  was 
found  to  be  for  the  most  part  porous  sand  and  gravel,  which  was  undoubtedly  deposited  at  a 
time  when  the  currents  through  the  gorge  were  swifter  than  existed  when  the  upper  200  feet  of 
the  alluvial  material  was  deposited.  In  the  upper  200  feet  some  of  the  later  borings  show  fine 
sand,  while  other  borings  near  by  show  clay  at  the  same  depths,  indicating,  as  do  previous 
borings,  that  the  upper  200  feet  is  practically  impervious  material.  There  was  an  outflow  from 
several  of  the  borings  which  penetrated  the  gravelly  material  in  the  bottom  of  the  deep  gorge, 
although  the  tops  of  the  casings  were  above  the  surface  of  the  river.  This  showed  condusivelj^ 
that  there  was  no  near  connection  with  the  bed  of  the  river;  in  other  words,  that  the  material 
covering  the  sand  and  gravel  was  impervious  for  a  long  distance. 

A  sample  of  the  material  washed  from  the  ground  during  the  boring  operations,  which  had 
been  collected  in  a  pail  without  allowing  any  of  the  tine  material  to  escape,  was  shown  to  the 
Board  during  its  visit  to  the  Isthmus.  This  sample  showed  material  of  sizes  varying  from  sand 
to  the  very  tine  particles  of  clay  which  settled  last  and  formed  an  impervious  film  over  the  sur- 
face of  the  coarser  material  deposited  in  the  bottom  of  the  pail. 

The  samples  of  sand  which  had  been  obtained  up  to  the  time  of  the  visit  of  the  Board  were 
fine,  much  more  so  than  samples  from  borings  at  the  Bohio  site. 

We  believe  as  a  result  of  the  borings  which  have  been  made  that  if  a  large  earth  dam  were 
to  be  built  at  Gatiin.  as  indicated  upon  the  drawings,  there  would  be  no  appreciable  seepage 
under  the  dam,  owing  to  the  practically  impervious  nature  of  the  material  on  which  it  would 
rest  and  to  the  fact  that  the  more  pervious  material  found  at  the  bottom  of  one  of  the  gorges  in 
the  lower  50  feet  is  covered  t)y  a  blanket  of  practically  impervious  material  200  feet  thick. 

The  borings  on  the  high  ground,  at  the  site  of  the  locks,  the  regulating  works,  and  else- 
where, showed  generally  soft  clav  to  a  depth  of  20  to  30  feet  below  the  surface,  where  indurated 
cla}' — a  soft  but  compact  rock — was  found. 

In  making  the  design  of  an  earth  dam  at  Gatun,  it  was  thought  best  to  provide  a  dam 
which  could  not  be  destroyed  by  any  of  the  forces  of  nature,  and  which  could  only  be  destroyed 
by  making  excavations  which  would  require  a  large  force  working  for  a  long  time. 

The  cross  section  of  the  dam  has  been  given  the  unprecedentedly  large  dimensions  shown  on 
Plate  XIV.  Its  top  is  50  feet  above  the  water  level  in  the  lake  and  100  feet  wide;  at  the  water 
level  the  distance  through  the  dam  is  374  feet,  and  at  sea  level  the  corresponding  distance  is 
2,625  feet,  or  one- half  mile. 

It  is  intended  that  the  downstream  toe  of  the  dam  for  about  200  feet  shall  be  composed  of 
rock  obtained  from  excavation  in  the  canal  prism,  so  that  if  there  should  be  anj'  seepage  of 
water  through  the  dam  there  will  be  material  at  the  toe  which  can  not  be  washed  away.  The 
lower  part  of  the  dam,  up  to  elevation  50,  or  even  to  elevation  SO,  is  to  be  made  from  material 
dredged  from  the  canal  between  the  Gatun  locks  and  Limon  Bay,  pumped  by  a  suction  dredge 
into  the  dam.  the  process  being  similar  to  the  sluicing  process  employed  in  the  construction  of 
.some  important  dams  in  the  western  part  of  the  United  States.  By  this  process  it  is  feasible 
when  using  a  material  like  the  alluvial  material  at  Gatun,  which  contains  both  coarse  and  fine 
material,  to  separate  the  two  and  to  deposit  the  coarser  material  toward  the  downstream  slopes, 
forcing  the  iiner  material  to  the  extent  desired  into  the  upstream  portion  of  the  dam.  An 
embankment  built  in  this  waj^  will  be  water-tight. 


68  REPORT   OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAIi. 

For  the  upstream  slope,  rock  obtained  from  canal  excavations  will  be  dumped  as  riprap, 
care  being  taken  to  provide  an  ample  thickness  at  and  near  the  level  where  the  dam  will  be 
exposed  to  wave  action. 

The  portion  of  the  dam  above  elevation  SO  will  be  built  of  impervious  material  to  a  few 
feet  above  the  water  level,  and  at  higher  levels  maj'  be  made  of  either  earth  or  rock,  as  most 
convenient.  It  is  expected  that  for  the  upper  part  of  the  dam,  spoil  from  the  Culebra  cut  will 
be  used. 

While  earth  dams  are  in  common  use.  and  in  manj-  cases  support  greater  heads  of  water  than 
would  exist  at  the  proposed  Gatun  dam,  it  will  still  be  argued  by  nianj  that  in  a  great  work  like 
the  Panama  Canal  nothing  should  be  trusted  but  the  most  massive  masonry  dam  on  a  solid  rock 
foundation.  At  Gatun  the  rock  lies  at  so  great  a  depth  that  a  masonry  dam  thus  founded  is 
impracticable,  and  without  such  foundation  a  masonry  dam  would  be  most  unsuitable.  It  seems 
desirable,  therefore,  to  enter  to  some  extent  into  the  discussion  of  the  stability  of  the  proposed 
earth  dam. 

STABILITY   OF   AN   EARTH    DAM. 

It  is  obvious  that  if  a  dam  of  this  kind  is  to  fail,  some  part  of  its  length  must  be  pushed  away 
bodily,  or  the  earth  of  which  it  is  composed  must  be  carried  away  by  currents  of  water.  There 
are  no  other  natural  forces  which  can  materially  affect  the  stability  of  the  dam. 

The  horizontal  pressure  of  the  water  in  the  lake  per  linear  foot  of  dam  is  less  than  one 
sixty-third  of  the  weight  of  the  dam  per  linear  foot,  a  pressure  so  small  that  it  is  obvious  that  it 
can  not  move  the  whole  mass,  and  there  is  left,  therefore,  as  the  only  way  in  which  a  dam  of 
this  kind  may  fail,  the  carrying  away  of  its  parts  by  a  current  of  water. 

The  curi-ents  of  water  requiring  consideration  are  those  resulting  from  the  action  of  the 
waves,  from  the  rainfall,  or  from  seepage  through  the  dam. 

The  feasibility  of  protecting  the  face  of  the  dam  from  the  action  of  waves  will  hardly  be 
questioned.  The  effect  of  the  rainfall  can  easily  be  provided  for,  particularly  on  the  main  down- 
stream slope,  which  falls  but  one  foot  in  twenty -five. 

It  is  impossible  for  water  to  flow  over  the  top  of  a  dam  that  is  raised  50  feet  above  the  water 
level,  and  if  the  dam  and  the  underlying  material  were  strictly  impervious  there  would  be  no 
water  from  the  lake  passing  through  it.  On  the  other  hand,  if  the  material  in  or  under  the  dam 
is  somewhat  pervious,  there  will  be  some  water  passing  through  which  will  appear  at  the  surface, 
either  immediately  below  the  dam  or  toward  the  lower  portion  of  the  downstream  slope. 

The  amount  of  water  which  will  pass  through  somewhat  pervious  material  in  or  under  a  dam 
depends  upon  the  relation  between  the  total  head  and  the  distance  through  the  dam,  and  not,  as 
is  sometimes  assumed,  upon  the  total  head  against  the  dam. 

If  two  dams  are  built  under  similar  conditions,  except  that  one  has  a  thickness  five  times  as 
great  as  the  other,  then  there  will  be  at  the  dam  having  the  greater  thickness  only  one-fifth  as 
much  seepage  as  at  the  other;  that  is  to  say,  other  things  being  equal,  the  seepage  through 
a  dam  will  be  substantially  in  proportion  to  the  depth  of  water  again.st  the  dam,  divided  by  the 
distance  thiough  the  dam,  giving  what  may  be  called  the  hydraulic  gradient  or  slojie  of  the  line 
of  saturation,  which  in  this  case  does  not  exceed  four  per  cent. 

There  have  been  many  experiments  on  the  vertical  and  horizontal  filtration  of  water  through 
\urious  kinds  of  materials  and  with  various  hydraulic  gradients.  Some  of  these  were  made  at 
the  Lawrence  Experiment  Station  of  the  Massachusetts  Board  of  Health  and  others  were  made 
at  the  Wachusett  reservoir  of  the  Metropolitan  Water  Works,  in  Massachusetts,  in  connection 
with  the  construction  of  a  dam  similar  to  that  proposed  at  Gatun.  These  experiments  were 
made  with  materials  of  uniform  character,  through  which  more  water  would  filter  than  through 
materials  containing  fine  and  coarse  particles  of  the  same  average  degree  of  coarseness,  such  as 
those  found  at  the  site  of  the  Gatun  dam,  and  they  furnished  results  which  confirm  the  statement 
alread}'  made  that  there  would  be  no  appreciable  seepage  under  this  dam. 

If,  however,  a  condition  which  does  not  exist  be  assumed,  and  all  of  the  alluvial  material 
beneath  the  embankment  of  the  dam  were  considered  to  be  a  clean  and  reasonably  uniform  sand  of 


BEPOBT   OF   BOAKD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAJL.  69 

medium  size,  the  total  amount  of  filtration  would  then  be  for  the  whole  length  of  the  dam  only 
about  10  cubic  feet  per  second.  Even  this  amount,  which  is  much  larger  than  would  actuallj' 
exist,  is  insigniticant,  and  is  less  than  one-half  of  one  per  cent  of  the  water  supph'  available  in 
the  driest  season. 

Few  engineers  who  have  been  connected  with  the  filtration  of  citv  water  supplies  would 
hesitate  to  provide  works  which  would  permit  the  amount  of  water  above  stated  to  rise  to  the 
surface  without  carrying  with  it  any  of  the  earth,  because  they  have  a  much  more  difficult 
problem  in  connection  with  the  downward  filtration  of  water,  where  the  works  must  be  so  built 
that  the  sand  will  not  be  carried  down  with  the  water. 

The  method  followed  in  water  filtration  is  to  place  coarse  stones  at  the  bottom  of  the  filter 
and  to  cover  these  stones  with  finer  and  tioev  stones,  and  then  with  coarse  sand,  in  order  to  retain 
the  finer  sand  used  for  filtration.  It  is  a  simple  operation  to  build  the  reverse  of  such  a  filter, 
which  will  permit  the  water  to  rise  from  the  ground  without  carrying  the  earth  with  it. 

It  is  not  expected  that  there  will  be  enough  seepage  througli  the  Gatuu  dam  to  require  an\- 
special  treatment,  but  if  there  should  be  it  could  readily  be  taken  care  of  by  the  method  indi- 
cated, which  has  already  been  used  with  success  in  connection  with  a  dam  built  of  sand  on  a  sand 
and  mud  foundation  at  Jeypore,  India. 

Upward  filtration  occurs  frequently  in  nature,  where  water  comes  from  springs  near  the 
base  of  hills,  often  in  sandy  or  gravelly  material,  without  carrying  with  it  any  appreciable 
quantity  of  earth. 

Many  small  earth  dams  and  levees  have  failed,  owing  to  a  passage  being  made  through  them 
by  some  burrowing  animal,  or  by  the  water  following  some  pipe  or  other  structure  built  through 
the  dam,  but  in  the  present  case  it  is  not  proposed  to  la}'  any  pipe  or  other  structure  through  the 
dam,  and  a  burrowing  animal  could  not  burrow  through  where  the  shortest  distance  at  the  water 
line  is  374  feet. 

It  seems  to  be  impossible  that  any  of  the  particles  of  earth  buried  in  the  body  of  the  dam 
could  be  moved  by  a  slow  seepage  of  water,  except  such  particles  as  were  soluble,  which  might, 
in  the  course  of  ages,  be  dissolved  and  carried  ofi'  by  the  seepage  water. 

Some  of  the  views  held  in  respect  to  the  movement  of  material  in  the  bod}'  of  earth  dams 
are  based  upon  observations  of  very  small  dams,  and  often  of  those  negligently  constructed  or 
of  a  very  narrow  section,  and  have  no  place  in  connection  with  a  properly  constructed  large 
earth  dam. 

A  dam  such  as  the  one  proposed  is  very  heavy,  the  weight  upon  its  foundation  being  about 
one  ton  per  square  foot  for  each  20  feet  in  height  of  embankment.  Under  the  highest  part  of 
the  embankment  the  pressure  would  be  six  and  one-half  tons  per  square  foot.  It  is  obviously 
impossible  that  with  such  a  pressure  upon  the  material  any  particles  could  be  moved  by  the 
extremely  gradual  seepage  of  water  through  the  interstices  due  to  a  difl'erence  of  water  level  of 
less  than  four  feet  in  100. 

Such  a  dam  as  is  here  proposed  if  not  absolutely  earthquake  proof  is  ])robabl}'  more  nearly 
so  than  any  other  t^'pe  of  dam. 

A  comparison  between  the  section  of  the  Gatun  dam  and  tliat  of  a  few  existing  earth  dams 
is  shown  on  Plate  XIV.  The  San  Lcandro  dam  of  the  Contra  Costa  Water  Companj',  120  feet 
high,  which  supplies  water  to  Oakland,  Cal..  is  the  highest  earth  dam  in  the  world,  and  it  was 
constructed  in  part  by  sluicing.  The  Pilarcitos  dam,  95  feet  high,  built  in  1866  by  the  Spring 
Valley  Water  Compan\-,  which  supplies  water  to  San  Francisco,  is  also  one  of  the  larger  dams, 
although  there  are  several  others  of  about  the  same  size,  which  have  been  successful. 

The  Jeypore  dam  is  introduced  on  the  diagram  because  it  was  built  of  sand  on  a  foundation 
of  sand,  mud,  and  soil,  and  at  a  place  where  the  material  is  ver}'  pervious,  so  that  considerable 
water  filters  under  and  through  the  dam.  It  has,  however,  proved  to  be  stable  under  these 
conditions. 

The  United  States  Reclamation  Service  has  recentlj-  planned  an  earth  dam  to  sustain  a  head 
of  100  feet  with  a  width  at  the  water  line  less  than  one-fourth  that  proposed  for  the  Gatun  dam 
and  with  a  proportionately  narrow  base. 


70  REPORT  OF  BOARD  OF  CONSULTING  ENGINEERS,  PANAMA  CANAL. 

It  will  be  noted  that  these  dams  have'a'small  .section  in  proportion  to  the  depth  of  water 
behind  them  when  compared  with  the  Gatun  dam. 

Earth  dams  are  in  such  common  use,  are  so  generally  indorsed  bj'  engineers,  many  of  whom 
prefer  them  to  other  forms,  that  this  extended  discussion  has  been  given  only  because  the 
proposed  use  of  earth  dams  has  been  unduly  criticised  in  the  report  of  the  Board. 

The  nearest  precedent  in  general  design  for  the  Gatun  dam  is  the  north  dike  of  the  AVachu- 
sett  reservoir  of  the  Metropolitan  Water  Works,  of  Massachusetts,  which  is  two  miles  long  and 
at  the  deepest  place  will  have  6.5  feet  of  water  against  it.  The  highest  portion  of  this  dike  was 
built  on  exactlj'  the  plan  proposed  for  the  Gatun  dam.  namely,  the  tine  material  of  which  the 
dike  is  composed  was  deposited  on  the  tine  underlying  material  without  the  use  of  either  masonry 
or  sheet  piling  to  prevent  the  filtration  of  water.  Under  portions  of  this  dike  the  depth  to  the 
rock  is  as  great  as  at  the  Gatun  dam. 

PLAN   OF  THE   DAM. 

Plate  XI  shows  a  plan  of  the  dam.  Its  total  length  from  the  locks  to  the  westerly  end  is 
7,700  feet.  About  midway  in  the  length  of  the  dam  there  is  rising  ground  in  which  it  is 
proposed  to  excavate,  as  already  indicated,  a  diversion  channel  through  which  the  Chagres  will 
flow  during  the  construction  of  the  earth  dam. 

The  regulating  works,  to  be  subsequently  described,  will  be  built  mainh'  of  concrete  and 
will  be  located  in  part  in  the  diversion  channel  and  on  each  side  of  it.  On  each  side  of  the  rising 
ground  referred  to,  and  extending  from  it  westerh*  to  the  high  ground  and  ea,sterly  to  the  locks 
back  of  Gatun,  there  will  be  great  earth  eml)ankments  of  the  cross  section  already  described, 
which  will  together  contain  21,200,000  cubic  yards  of  material.  The  westerly  embankment  will 
cross  a  French  diversion  channel.  The  easterly  embankment  will  cross  the  French  canal  and  the 
Chagres. 

It  will  be  feasible  to  begin  at  once  the  construction  of  one  of  the  earth  embankments,  per- 
mitting the  water  to  flow  through  the  channel  or  channels  at  the  site  of  the  other  embankment. 
It  will  also  be  feasible  to  begin  at  once  the  construction  of  the  diversion  channel,  utilizing  the 
material  excavated  in  the  embankments  of  the  dam. 

In  the  construction  of  the  dam  it  is  proposed  to  remove  all  trees,  stumps,  and  roots  from  its 
site  and  to  excavate  the  surface  material  to  such  an  extent  that  the  impervious  material  of  the 
embankment  will  come  in  direct  contact  with  the  impervious  clayey  material  which  is  found 
nearl}'  everywhere  in  this  region;  also  to  do  any  other  work  required  to  cut  oil'  the  flow 
through  any  pervious  material  which  further  investigations  may  disclose.  For  such  work  an 
allowance  of  §400,000  for  all  dams  has  been  made  in  the  estimate  of  cost. 

The  diversion  channel  is  to  have  a  minimum  width  of  150  feet  and  is  to  be  excavated  to  sea 
level,  or  somewhat  below  it;  although  the  lower  part  of  the  channel  will  be  through  indurated  clay, 
it  is  proposed  to  place  in  it  concrete  where  required  for  the  protection  of  the  channel  or  for  the 
regulating  works  up  to  sea  level,  and  to  build  in  the  channel  to  an  elevation  about  four  feet  above 
sea  level  the  foundations  of  certain  piers  and  walls,  which  will  remain  for  a  time  at  this  elevation, 
so  that  they  will  form  onlj'  a  slight  obstruction  to  the  discharge  of  flood  waters. 

After  the  earthwork  of  the  dam  reaches  a  sufficient  height  to  be  beyond  all  danger  of 
overflow,  the  piers  and  walls,  which  will  be  above  water  at  low  stages  of  the  river,  and  which 
will  have  in  them  grooves  for  stop  planks,  will  be  built  to  higher  elevations  to  furnish  a  ready 
means  of  turning  the  river  through  half  of  the  diversion  channel  while  the  other  half  is  pumped 
dry  to  permit  the  placing  of  the  concrete  of  the  regulating  works,  and  by  turning  the  river 
alternately  from  one  side  to  the  other  the  regulating  works  may  be  built  without  special 
difliculty. 

KE(iULATING   WORKS. 

The  general  design  of  the  regulating  works  is  shown  on  Plate  XIII.  The  central  150  feet 
of  their  length,  which  will  be  built  up  from  the  bottom  of  the  diversion  channel,  is  to  be  a  solid 
mass  of  concrete,  having  its  crest  at  elevation  69.  The  crest  is  to  be  made  wide  with  the  down- 
stream slope  two  horizontal  to  one  vertical,  making  an  unusually  strong  section. 


REPORT    OP    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  71 

Ou  the  top  of  the  crest,  piers  eight  feet  in  thickness,  grooved  for  Stoney  sluice  gates,  are  to 
be  built  38  feet  from  center  to  center,  having  clear  openings  of  30  feet.  These  gates,  as 
proposed,  ai"e  almost  exact  counterparts  of  the  gates  provided  for  controlling  the  flow  from  the 
lower  end  of  the  Chicago  Drainage  Canal,  but  the  sills  are  to  be  placed  16  feet  below  the  normal 
water  level,  instead  of  15  feet,  as  at  the  Chicago  Drainage  Canal. 

For  the  whole  length  of  the  regulating  works  the  design  is  the  same  as  the  central  portion, 
except  that  the  concrete  rests  upon  the  surface  of  the  rock  or  upon  excavations  made  in  the  rock, 
as  indicated  by  the  two  smaller  sections  on  the  plan.  The  water  passing  through  the  central 
sluices  will  flow  directly  out  through  the  diversion  channel  to  the  Chagres;  that  passing  through 
the  sluices  nearer  the  ends  of  the  regulating  work><  will  be  caught  by  intercepting  channels 
sloping-  toward  the  central  portion,  and  will  follow  the  coui'se  indicated  by  the  arrows  on  the 
plan,  flowing  toward  the  central  portion  and  thence  out  through  the  diversion  channel. 

The  regulating  works  are  capable  of  discharging  110,000  cubic  feet  per  second  when  the 
water  in  the  lake  is  not  more  than  one  foot  above  the  normal  level. 

It  is  thought  that  in  connection  with  a  great  lake,  such  as  here  proposed,  regulating  works 
which  can  discharge  a  great  quantity  of  water  when  the  lake  is  at  its  normal  level  are  preferable 
to  an  uncontrolled  overflow  spillway  which  will  not  begin  to  discharge  water  in  any  considerable 
quantity  until  a  flood  has  raised  the  lake  above  its  normal  level. 

With  the  uncontrolled  spillway  2,000  feet  long,  recommended  by  the  Isthmian  Canal  Com- 
mission of  1899-1901  in  connection  with  the  Bohio  dam,  it  was  estimated  that  the  water  in  the 
lake  might  be  raised  five  feet  above  its  normal  level  by  a  maxinnim  flood. 

With  the  regulating  works  proposed  in  connection  with  the  (iatun  dam  it  is  estimated  that 
the  sui'face  of  the  lake  will  never  be  raised  bv  a  maximum  flood  more  than  two  feet  above  the 
normal  level,  and  with  ordinary  floods  it  would  be  feasible  b}'  beginning  the  discharge  before 
the  flood  waters  reached  the  lake  to  keep  the  surface  from  rising  to  anj'  appreciable  extent. 

Such  sluices  as  are  here  proposed  would  be  very  objectionable  on  a  river  or  even  at  the 
outlet  of  a  small  lake,  but  in  a  great  lake  like  that  to  be  formed  bj'  the  Gatun  dam  the  cur- 
rents toward  the  outlet  will,  under  ordinary  conditions,  be  inappreciable,  so  that  the  course  of 
any  floating  substances  will  be  determined  by  the  wind  instead  of  bv  the  current  and  they  will  be 
stranded  on  the  shores;  moreover,  if,  during  floods,  trees  and  other  drift  should  be  washed  into 
the  lake  from  the  tributary  rivers,  they  would  not  have  time,  on  account  of  the  great  size  of  the 
lake,  to  reach  the  Gatun  dam  before  the  flood  subsides. 

EBDUCTION    IN   COST. 

The  great  quantity  of  material  to  be  placed  in  the  Gatun  dam  may  cause  it  to  be  inferred 
that  a  structure  at  this  place  adds  to  the  cost  of  the  canal;  but  it  should  be  borne  in  mind  that 
the  adoption  of  this  site  eliminates  large  expenditures  for  the  canal  and  diversion  channels 
between  Gatun  and  Bohio.  A  comparison  shows  that  there  is  a  saving  of  $ll,891,fi21  in  the 
estimated  cost  of  works  bv  the  change  in  the  location  of  the  dam,  made  up  as  follows: 

Works  omitted. 

Bohio  dam $6,369,640 

Gigante  spillway 1,  209, 419 

Canal  between  Gatun  and  Bohio 7,643,067 

Pefia  Blanca  outlet 2,448,076 

Chagres  diversion 1,929,982 

Gatun  diversion 100,000 

19,  700, 184 
Add  20  per  cent  for  contingencies,  etc 3,  940, 037 

Total  for  works  omitted 23,640,221 


72  BEPORT   OF   BOABD   OF   CONSULTING   ENGINEEKS,  PANAMA   CANAL. 

Additional  works  required. 

Gatun  dam 17,788,000 

Panama  Railroad  diversion  from  Mindi  to  Bohio ii,  000, 000 

9,  788, 000 
Add  20  per  cent  for  contingencies,  etc 1,957,600 

Total  for  additional  works  required $11,  745,600 

Amount  saved  by  change  in  location  of  dam...: 11,  894,621 

The  estimate.s  of  the  cost  of  the  works  omitted  were  made  by  the  Isthmian  Canal  Commission 
of  1899-1901. 

In  the  above  table  it  will  be  noted  that  the  locks  have  been  omitted.  The  lock  site  at  Bohio 
adopted  by  theComite  Technique  of  the  New  Panama  Canal  Company  and  by  the  Isthmian  Canal 
Commission  of  1899-1901  furnished  a  rock  foundation  for  onh-  two  locks  of  the  sizes  then  proposed. 
The  requirement  of  the  law  under  which  the  canal  is  being  constructed  makes  it  necessary  to 
provide  longer  locks  than  can  be  accommodated  with  a  rock  foundation  at  the  Bohio  site. 
Moreover,  it  was  thought  desirable  to  make  the  lift  to  the  S5-foot  summit  level  with  three  locks 
rather  than  with  two,  and  the  Gatun  site  affords  an  opportunity  for  doing  this.  The  three  large 
locks  will  cost  more  than  the  two  smaller  locks  proposed  at  Bohio. 

The  adoption  of  Gatun  as  a  site  for  a  dam  not  only  provides  for  reduced  cost  and  a  better 
lock  site,  but,  as  compared  with  Bohio,  it  otiers  several  important  advantages.  The  first  of  these 
is  a  large  addition  to  the  drainage  area  tributary  to  the  summit  level  and  to  the  amount  of  water 
available  for  canal  uses,  which  is  of  special  value  during  the  dr3'  season;  the  second  is  the  great 
increase  in  the  reservoir  area,  Lake  Gatun  having  almost  three  times  the  area  of  the  lake  formed 
by  a  dam  at  Bohio;  this  permits  storing  water  for  the  dry  season  and  the  reception  of  floods 
with  a  maximum  variation  of  lake  level  of  only  about  one-half  of  that  taken  bj-  the  first  Isthmian 
Canal  Commission  for  Lake  Bohio.  A  third  advantage  which  will  be  described  more  fully 
farther  on  is  the  extension  of  lake  navigation  nine  and  one-half  miles  toward  the  Atlantic  from 
Bohio;  a  fourth  is  that  the  Chagres  and  all  its  important  tributaries  will  be  received  into  the 
lake  at  points  so  distant  from  the  canal  route  that  no  deposit  of  suspended  material  will  occur 
along  it,  and  a  fifth  is  that  the  water  discharged  from  the  lake  will  enter  the  Chagres  at  the  point 
where  it  finally  diverges  from  the  canal  so  that  no  diversion  channels  or  heavy  protecting* 
embankments  will  be  required  along  the  canal  line. 

(c)    WATER    SUPPLY    OF   THE    CANAL. 

The  general  subject  of  water  supply  for  the  canal  is  treated  in  a  paper  b\'  Gen.  Henry  L. 
Abbot,  published  as  Appendix  E  of  this  I'eport,  and  the  present  statement  will  deal  only  with 
the  main  features  of  the  water  supplv  for  the  project  recommended. 

It  has  been  shown  in  the  paper  mentioned  that  the  volume  which  would  flow  into  Lake 
Gatun  in  the  dry  season  is  about  two-thirds  greater  than  that  into  a  lake  formed  by  a  dam  at 
Bohio,  and  that  the  minimum  contribution  to  Lake  Gatun,  judging  from  the  record  of  measure- 
ments of  flow  covering  a  period  of  fifteen  years,  is  1,250  feet  per  second  during  the  driest  three 
months.  In  order  to  provide  for  still  drier  periods  it  has  been  thought  advisable  to  adopt  80  per 
cent  of  this  volume,  equal  to  1,000  cul)ic  feet  per  second,  as  an  entirely  safe  quantity. 

The  lake  can  be  safely  raised  toward  the  end  of  the  wet  season  one  foot  above  the  normal 
level,  and  provision  has  been  made  in  the  design  of  the  canal  for  drawing  the  lake  three  feet  below 
the  normal  level,  so  that  the  contents  of  the  upper  four  feet  of  the  lake,  equal  to  12,270,000,000 
cubic  feet,  will  be  available  for  water-supply  purposes  during  the  dry  season. 

This  quantity  will  provide  a  steadj'  flow  of  1,577  cubic  feet  per  second  for  ninety  da3-s, 
making  the  total  quantity  of  water,  after  adding  the  inflow,  2,577  cubic  feet  per  second. 

Not  all  of  this  water,  however,  is  available,  as  it  is  necessary  to  deduct  losses  by  evapora- 
tion and  leakage,  and  it  is  also  convenient  to  use  some  of  the  water  to  furnish  power  for  operat- 
ing the  gates,  for  lighting,  and  for  other  purposes. 


KEPORT    OF    BOARD   OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  73 

The  quantities  required  for  these  purposes  are  given  in  General  Abbot's  paper,  and  have 
been  adopted  with  only  a  slight  modification  of  the  amount  of  leakage,  due  to  the  smaller  size  of 
gates  provided  by  the  plan  recommended.     The  amounts  are  as  follows: 

Cubic  leet 
per  second. 

Evaporation 710 

Leakage  at  gates 240 

Infiltration,  waste  at  locks,  etc 77 

Lighting,  power,  etc 200 

Total 1,  227 

The  item  of  200  cubic  feet  per  second  for  contingencies  given  in  his  table  has  been  omitted, 
bccau.se  this  has  been  covered  by  using  only  80  per  cent  of  the  estimated  minimum  flow;  more- 
over, the  allowance  for  evaporation  is  a  very  liberal  one. 

The  net  quantity  of  water  available  for  lockage  is,  therefore,  the  difference  between  2, .577 
and  1,227,  equal  to  1,350  cubic  feet  per  second. 

To  determine  the  number  of  lockages  which  this  quantity  of  water  will  provide  for,  the  fol- 
lowing provisions  and  assumptions  have  been  made: 

Intermediate  gates  are  to  be  provided  for  the  locks  at  Pedro  Miguel  and  Sosa.  so  as  to  give 
a  chamber  length  of  <500  feet,  and  it  is  assumed  that  the  intermediate  gates  will  be  used  for  eight- 
tenths  of  the  lockages.  At  the  Gatun  locks  intermediate  gates  would  not  furnish  the  same  advan- 
tages for  saving  water,  as  there  are  three  locks  in  a  flight,  and  they  are  therefore  omitted. 

It  is  further  assumed  that  all  ships  passing  in  one  direction  will  use  one  set  of  locks,  and  all 
ships  passing  in  the  other  direction  another  set.  On  this  assumption,  the  same  quantity  of  water 
is  used  whether  a  ship  passes  through  a  single  lock  or  through  two  or  three  locks  in  a  flight. 

The  lift  to  the  normal  summit  level  at  Pedro  Miguel  is  3<  i  feet  and  at  Gatun  28^  feet  per  lock. 
The  quantity  of  water  required  per  lockage  at  Pedro  Miguel,  on  the  assumption  that  intermedi- 
ate gates  will  be  used  eight-tenths  of  the  time,  is  22.13  cubic  feet  per  second,  and  the  quantity 
per  lockage  at  Gatun  29.77  cubic  feet  per  second,  making  a  total  of  51.90  cubic  feet  per  second. 

The  net  available  quantity  of  water  is.  as  already  stated,  1,350  cubic  feet  per  .second,  and  will 
therefore  provide  for  26  lockages  per  day  at  each  lock  during  the  driest  three  months. 

In  order  to  provide  for  more  lockages  per  day  it  will  only  be  necessary  to  store  more  of  the 
freshet  water.  The  Alhajuela  dam,  raised  to  the  height  proposed  by  the  Comite  Technique, 
would  store  enough  water  to  provide  for  fullv  27  additional  lockages  per  day. 

In  order  to  determine  the  amount  of  tonnage  provided  for  by  the  26  lockages  per  day,  for 
which  the  water  supply  is  suflicient  without  the  Alhajuela  dam,  it  is  necessarj-  to  take  into 
account  the  amount  of  tonnage  which  will  pass  through  the  canal  per  lock.age,  and  in  this 
connection  it  should  be  noted  that  the  full-sized  locks  will  pass  two  ordinary  ships  at  a  time. 

The  size  of  the  ships  passing  through  the  Suez  Canal  has  been  increasing  from  year  to 
year;  they  averaged  3,163  tons  per  ship  in  190i  and  2,398  tons  per  ship  ten  years  earlier.  The 
rules  for  measuring  tonnage  at  this  canal,  however,  give  a  measurement  in  excess  of  that  given 
by  Lloyd's  net  register  of  about  one-sixth. 

It  seems  probable  that  when  the  traffic  at  the  Isthams  requires  26  lockages  per  day,  in  view 
of  the  growth  in  the  size  of  ships  and  of  the  fact  that  two  ships  of  ordinary  size  can  pass  through 
a  lock  at  the  same  time,  the  amount  of  tonnage  per  lockage  will  be  as  much  as  5,000. 

The  annual  tonnage  provided  for  by  the  water  supply,  both  without  and  with  the  Alhajuela 
dam  and  on  a  basis  of  3,000,  i,000,  and  5,000  tons  per  lockage,  is  as  follows: 


Annual  ton-    ,  Annual  ton- 
Tons  per     nage  without  '  najte  with 
lockage.         Alhajuela  .\lhajuela 
dam.  dam. 


3,000 

28,470,000 

58,035,000 

4,000 

37,960,000 

77.380,000 

5,000 

1 

47,450,000 

9fi,725,000 

S.  Doc.  231,  59-1 13 


74  EEPOKT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL. 

Should  it  be  found  necessary  in  the  future  to  provide  for  the  passage  of  a  still  larger  tonnage, 
the  Chagres  and  its  tributaries  will  furnish  additional  water,  which  may  be  stored  and  subse- 
quently utilized. 

(d)  the  summit  level. 

As  already  stated,  the  summit  level  will  be  reached  from  the  level  of  the  Atlantic  by  means 
of  duplicate  flights  of  three  locks  at  Gatun.  The  flights  being  in  duplicate  give  security  against 
serious  delays  to  ships  in  case  one  flight  is  out  of  use,  as  it  must  be  occasionally  to  make  the 
repairs  and  renewals  necessary  for  eflicient  work.  The  facility  afl'orded  for  repairs  by  duplicate 
locks  meets  anj-  objection  that  there  will  be  no  period  at  the  Panama  Canal  for  repairing  gates 
and  other  mechanism. 

The  total  length  of  the  lake  will  be  30  miles,  of  which  23  miles  will  be  navigated  by  ships 
crossing  the  Isthmus.  Its  depth  will  be  about  75  feet  in  the  immediate  vicinity  of  the  dam,  this 
being  maintained  with  little  reduction  to  Bohlo  and  thence  reducing  gradually  toward  Obispo, 
where  the  depth  of  4:5  feet  will  be  obtained  with  but  little  excavation,  the  bed  of  the  river 
being  about  45  feet  below  the  surface  of  the  future  lake. 

For  15.69  miles  above  the  Gatun  locks  the  deep  portion  of  the  lake  will  have  generally  a 
width  exceeding  half  a  mile,  and  onl}"  a  small  amount  of  excavation  will  be  requii'ed  to  provide 
a  navigable  channel  nowhere  less  than  1,000  feet  wide  at  the  bottom  and  45  feet  deep.  Farther 
up  the  lake,  as  the  amount  of  excavation  required  to  obtain  a  depth  of  15  feet  increases,  the 
minimum  width  of  the  chajinel  will  be  decreased,  first  to  800  feet  for  a  distance  of  3.S6  miles 
from  San  Pablo  to  Juan  Grande,  then  to  500  feet  for  3.73  miles  to  Obispo,  and  to  300  feet  for 
1.55  miles  from  Obi.spo  to  Las  Cascadas.  where  the  channel  will  be  further  narrowed  to  iOO  feet 
through  the  heaviest  portion  of  the  great  central  mass  known  as  Culebra. 

From  Gatun  to  Obispo,  a  distance  of  23.51  miles,  the  banks  will  be  submerged  except  at  a 
few  points.  Where  excavation  is  required  the  side  slopes  will  be  one  on  one  in  earth  and  four 
on  one  in  rock.  From  Obispo  to  Las  Cascadas  the  banks  will  be  a  little  above  water  for  the 
greater  part,  and  the  borings  indicate  a  good  quality  of  rock  which  will  permit  nearly  vertical 
sides.  The  sides  should  be  made  smooth  for  the  greater  safety  of  ships.  This  will  give  25  miles 
of  navigation  from  Gatun  to  the  Culebra  cut  through  channels  nowhere  less  than  300  feet  wide, 
and  is  about  twice  the  distance  for  which  a  similar  navigation  was  provided  in  the  project  of  the 
flx'st  Isthmian  Canal  Commission,  the  improvement  being  due  principally  to  the  extension  of 
the  summit  level  from  Bohio  to  Gatun,  but  also  to  some  extent  to  enlarging  the  channel  in  the 
vicinity  of  Obispo,  which  can  be  done  without  great  cost.  The  broad  waterwa\'  from  Gatun 
to  Culebra  really  furnishes  lake  navigation  and  closely  resembles  the  great  navigable  channels 
in  many  harbors  and  those  through  the  succession  of  small  connected  lakes  between  Lakes  Superior 
and  Huron,  called  the  St.  Marys  River,  where  the  dredged  channels  in  the  shallower  waters  are 
300  to  600  feet  or  more  in  width  and  are  traversed  by  a  tonnage  of  more  than  3,300,000  net  regis- 
tered tons  per  month  at  a  speed  limited  by  regulation  to  nine  miles  per  hour,  a  limit  found  neces- 
sary in  the  300-foot  channels  on  account  of  the  dense  traffic  and  frequent  meetings. 

Where  changes  of  direction  occur,  the  outer  channel  lines  of  adjacent  courses  are  to  be 
can  led  to  an  intersection,  although  very  little  excavation  is  required  to  accomplish  this:  the  point 
of  the  inner  angle  will  be  dredged  off  so  that  a  curve  of  8,000  feet  or  more  radius  can  be  laid 
down  wholly  within  the  channel  limits.  This  way  of  changing  direction  is  illustrated  in  Plates 
XVIII  to  XXVIII,  which  show  the  turn  below  the  Middle  Neebish  Rapids  in  the  St.  Marys 
River  and  the  actual  course  of  ships  through  it.  With  plenty  of  room  on  either  side  the  ships 
make  the  turn  more  sharply  than  would  be  prudent  in  a  narrow  canal,  and  with  entire  safety. 
Observations  taken  to  locate  continuously  ships  passing  this  turn  are  plotted  on  the  plates  and 
show  in  many  cases  two  turns  of  short  radius  instead  of  one  of  longer  radius.  The  observations 
show  that  ships  pass  this  turn  at  speeds  up  to  12  miles  per  hour.  It  will  be  noted  that  the  width 
of  the  dredged  channel  is  600  feet  above  the  turn  and  300  feet  below  it.  All  the  changes  in 
direction  in  the  Panama  Canal,  in  the  stretch  above  described,  will  be  in  a  broader  waterway, 
except  at  Obispo  where  the  width  will  be  practically  the  same.  On  the  map  prepared  by  the 
first  Isthmian  Canal  Commission  the  canal  line  through  Lake  Bohio  was  indentical  with  the  one 


REPORT    OF    BOAED    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  7ft 

laid  down  by  the  Frencli  company,  but  it  was  not  expected  that  .ships  would  follow  this  line 
rigidly,  and  attention  was  called  to  the  fact  that  Lake  Bohio  would  be  ''a  broad,  deep  body  of 
water,  afl'ording  room  for  anchorage  as  well  as  navigation."  In  the  plan  of  canal  advocated 
herein  the  lake  is  greatly  extended,  and  lake  navigation  becomes  a  more  important  feature,  so 
that  it  is  deemed  proper  to  present  it  more  fulh'.  The  question  is  discussed  with  further  detail 
in  Appendix  S. 

For  a  distance  of  4.7  miles  through  the  deep  portion  of  the  Culebra  cut  the  channel  is  to 
have  a  bottom  width  of  ^00  feet  and  to  have  nearlj^  vertical  sides  below  the  water  line,  and  then 
will  become  300  feet  wide  for  1.S8  miles  to  the  Pedro  Miguel  locks,  where  the  summit  level  will 
end.  In  the  vicinity  of  the  locks  a  low  earth  embankment  without  a  spillway  will  be  required 
on  the  west  side. 

The  duplicate  locks  at  Pedro  Miguel  will  have  one  lift  of  31  feet. 

(e)  lake  sosa. 

Passing  the  locks,  the  chaimel  will  be  500  feet  wide  for  1.64:  miles,  then  increasing  to  1,000 
feet  or  more  for  the  further  distance  of  3.38  miles  to  the  Sosa  locks  on  the  shore  of  Panama  Bay. 
This  broad  navigation  will  be  in  an  artificial  lake  created  by  three  dams  to  be  subsequently 
descriljed.  There  are  to  be  duplicate  flights  of  locks  on  the  west  side  of  Sosa  Hill  near  La  Boca, 
with  two  lifts  of  about  31  feet  each,  from  ordinary  low  tide  to  the  level  of  Lake  Sosa. 

When  the  Board  began  its  work,  suflicient  information  for  determining  the  feasibility  of 
building  dams  to  create  a  lake  at  the  Pacitic  end  of  the  canal  was  not  available,  and  the  Isthmian 
Canal  Commission  was  requested  to  have  additional  survej's  and  borings  made  at  dam  and  lock 
sites.  As  a  result  of  investigations  made  in  compliance  with  this  request  it  was  found  to  be 
entirely  feasible  to  build  three  dams  which  would  retain  water  to  a  height  of  55  feet  above 
mean  tide,  and  create  a  lake  having  an  area  of  about  eight  square  miles,  extending  along  the 
line  of  the  canal  to  Pedro  Miguel.  It  was  also  found  that  on  the  westerly  side  of  Sosa  Hill, 
near  the  La  Boca  pier,  there  is  a  suitable  site  for  duplicate  flights  of  two  locks  each. 

The  principal  dam  is  the  one  at  La  Boca,  which  extends  from  the  locks  at  Sosa  Hill  across 
the  mouth  of  the  Kio  Grande  to  San  Juan  Hill.  The  other  dams  extend  from  Sosa  Hill  to 
Aucon  Hill,  and  from  Ancon  Hill  in  the  direction  of  Corozal  to  high  land  just  across  the  Panama 
Railroad. 

At  the  La  Boca  dam  the  greatest  depth  to  rock  shown  by  the  borings  is  61  feet  below  '"  spring- 
low  tide"  and  the  material  overlying  the  rock  is  impervious,  consisting  of- mud  and  clay.  At 
the  other  dams  the  borings  showed  rock  but  a  short  distance  below  the  surface.  The  proposed 
cross  sections  of  these  dams  are  given  on  Plate  XIV.  They  have  very  liberal  dimensions,  fol- 
lowing in  this  respect  the  pi'ecedent  established  in  the  design  of  the  Gatuu  dam. 

The  question  having  been  raised  as  to  the  stabilit}'  of  the  material  at  the  site  of  the  La  Boca 
dam,  the  upstream  side  as  well  as  the  downstream  side  of  the  cross  section  of  this  dam  was  given 
a  very  wide  base  so  as  to  insure  the  compression  of  the  mud  and  clay  rather  than  its  displace- 
ment. During  construction  special  provision  will  have  to  be  made  for  shutting  ofi"  the  tidal  flow 
in  the  Rio  Grande,  for  which  a  sum  has  been  allowed  in  the  estimates. 

In  order  to  provide  for  the  discharge  of  the  Rio  Grande  and  other  rivers  entering  the  lake 
during  the  construction  of  the  earth  dams,  a  diversion  channel  about  50  feet  wide  is  to  be  cut 
through  the  slope  of  Sosa  Hill,  near  the  end  of  the  Ancon-Sosa  dam,  and  sluices  or  regulating 
works,  similar  to  those  proposed  for  the  Gatun  dam  but  of  much  less  extent,  are  to  be  subse- 
rjuently  built  in  this  channel. 

The  idea  of  building  dams  and  forming  lakes  at  or  near  the  ends  of  the  canal  is  not  new, 
as  it  was  suggested  by  Mr.  Kleitz  at  the  International  Congress  of  Engineers,  at  Pai"is,  in 
1879.  The  Gatun  dam  was  suggested  in  a  discussion  of  interoceanic  canal  projects  by  Mr. 
Ashbel  Welch,  in  March,  1880,  before  the  American  Societj'  of  Civil  Engineers;  both  the  Gatun 
and  Pacific  dams  were  again  suggested  by  Mr.  C.  D.  Ward  in  a  paper  read  before  that  societj'  on 
May  18,  1901,  and  both  these  sites  are  included  in  the  projects  recently  presented  to  the  Board 
by  Mr.  Lindon  W.  Bates.  The  oflicial  commissions,  however,  which  have  made  reports  on  a  lock 
canal,  have  favored  carrying  the  tidal  section  of  the  canal  up  to  Miraflores. 


76 


REPORT    OF    BOARD   OF   CONSULTING   ENGINEERS,  PANAMA   CANAL. 


The  advantajres  of  tlie  terminal  lake  are  a  reduction  of  about  $8,00(1,000  in  the  cost  of  the 
canal  and  the  greatl_y  improved  navigation,  due  to  introducing  5.4S  miles  of  channels  not  less 
than  500  and  1,000  feet  wide  and  45  feet  deep. 

In  the  project  of  the  New  Panama  Canal  Company,  and  also  in  that  of  the  first  Isthmian 
Canal  Commission,  tide  water  was  to  be  reached  at  Miraflores,  where  the  terminal  lock  was  to  be 
located. 

The  sea-level  channel  from  Miraflores  to  La  Boca  is  more  objectionable  than  the  one  at  the 
Atlantic  end.  on  account  of  the  great  range  of  the  tides  at  the  former  (20  feet  at  spring  tides), 
which  would  produce  tidal  currents  in  the  channel,  and  on  account  of  the  increased  difliculty  of 
maintaining  the  required  depth  by  dredging.  In  excavating  a  channel  to  a  depth  of  40  feet 
below  low  tide  from  Miraflores  to  La  Boca  a  considerable  amount  of  rock  would  be  encountered. 

An  objection  may  possibly  be  made,  from  a  military  point  of  view,  to  placing  mechanical 
structures,  such  as  locks,  on  the  ocean  shore  exposed  to  the  guns  of  hostile  ships.  Such  an 
objection  would  apply  also  to  the  sea-level  project  with  its  terminal  lock  on  the  shore  at  the 
Ancon-Sosa  saddle.  The  North  Sea  locks  of  the  Amsterdam  Canal  are  so  placed.  If  the  Panama 
Canal  is  to  be  neutralized,  as  the  Suez  Canal  is,  this  objection  has  little  force.  A  variant  has 
been  studied  and  estimated  upon  having  the  terminal  lock  at  Miraflores,  three  and  six-tenths  miles 
inland,  but  it  is  not  recommended  because  it  costs  much  more  and  is  less  favorable  for  navigation. 

(f)    CHANNEL   IN    PANAMA    BAT. 

From  the  Sosa  lock  to  the  seven-fathom  cur^'e  in  Panama  Bay.  a  distance  of  four  miles, 
the  channel  is  to  be  300  feet  wide  at  the  bottom  and  45  feet  deep  below  mean  tide.  While  this 
width  and  depth  might  be  made  greater  with  advantage  to  navigation,  they  are  the  dimensions 
adopted  by  the  Board  for  the  sea-level  project  with  which  the  project  here  advocated  is  to  be 
compared.  Moreover,  since  it  must  be  expected  that  considerable  dredging  will  be  required  to 
maintain  this  channel,  there  is  no  doubt  that  it  will  be  gradually  enlarged  by  the  dredges  provided 
for  maintenance. 

Excepting  near  the  locks  the  location  of  this  channel  is  the  same  as  that  of  the  French  com- 
pany. It  therefore  renders  available  the  excavation  already  made  there  by  that  company  and, 
more  recently,  by  the  United  States.  With  only  a  small  amount  of  excavation  access  can  be 
maintained  for  ships  to  the  La  Boca  pier,  built  a  few  j'ears  ago  at  a  cost  of  about  $1,000,000. 
This  pier  will  be  of  great  service  as  a  landing  place  during  the  construction  of  the  canal,  and  very 
useful  for  a  coaling  station  subsequently.  The  closing  of  the  mouth  of  the  Rio  Grande  by  a  dam, 
as  previously  described,  will  stop  the  existing  tidal  currents  into  and  out  of  the  estuary  and 
entirely  remove  the  most  serious  objection  made  by  the  Board  to  the  French  location. 

(g)  dimensions  and  cost. 

The  waterwa  v  al)ove  described  mav  be  summarized  with  reference  to  cliannel  widths  as  follows: 


Width. 

Length. 

Per  cent 
of  route. 

MUes. 

19.08 
3.86 

12.29 
7.21 
4.70 
2.58 

38.4 
7.8 
24.7 
14.5 
9.4 
5.2 

800  feet  

500  feet 

300  feet 

Locks  and  approaches. . . 

49.72 

100.0 

It  appears  that  only  about  one-.seventh  of  the  distance  is  in  channels  less  than  300  feet  wide, 
while  for  more  than  two-thirds  of  the  distance  the  channels  are  500  feet  or  more  wide. 

The  estimated  cost  of  the  canal  with  summit  level  at  elevation  85  as  above  outlined  is,  in 
round  numbers,  $140,000,000.     If,  for  military  or  other  reasons,  the  location  of  the  terminal 


REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL. 


77 


locks  on  the  Pacific  at  the  shore  line  at  Sosa  should  be  deemed  inadvisable  and  the  location  at 
Miraflores,  three  and  six-tenths  miles  inland,  be  substituted,  the  cost  of  the  canal  would  be 
increased  about  $8,000,000. 

COMPARISON  WITH  THE  BOARD'S  LOCK-CANAL  PROJECT. 

The  jiroject  for  a  cauai  witli  suuniiit  level  at  elevation  »!(>  is  fully  described  in  the  report  of 
the  Board.     The  principal  differences  between  the  two  projects  are: 

The  lower  summit  level  in  the  project  preferred  by  the  Board. 

In  the  Board's  project  the  Gatuu  dam  is  to  sustain  a  head  of  only  30  feet  and  the  level  above 
the  dam  is  to  be  reached  from  the  sea  level  by  a  sing;le  lift,  duplicate  locks  being  provided. 
Another  dam  and  duplicate  lock  with  equal  lift  will  be  located  at  Bohio,  maintaining  the  summit 
level.     There  is  to  be  a  suitable  wasteway  in  connection  with  each  dam. 

The  low  elevation  of  the  summit  level  in  the  Board's  project  makes  it  necessary  to  regulate 
floods  by  building  a  dam  on  the  upper  Chagres,  and  the  smaller  size  of  the  lake  above  the  Bohio 
dam  also  requires  the  storage  of  additional  water  for  lockage.  The  Board  proposes  to  meet  both 
of  these  requirements  by  a  dam  at  (_iaml>oa  identical  with  that  adopted  for  the  sea-level  canal. 

In  the  Board's  project  the  summit  level  is  to  be  reached  from  the  Pacific  by  two  lifts  instead 
of  .three,  the  locks  being  located  at  Pedro  Miguel  and  Sosa.  witii  the  intermediate  level  at 
elevation  27. 

The  advantages  of  this  project  are: 

1.  The  smaller  head  of  water  to  be  sustained  by  the  dams  at  (iatun  and  Bohio  than  by  the 
(ratun  dam  in  the  8o-foot  project. 

2.  The  smaller  height  of  embankments  required  to  maintain  the  intermediate  level  between 
Pedro  Miguel  and  Sosa,  the  water  surface  being  28  feet  lower. 

3.  The  summit  level  would  be  lower  and  the  locks  reduced  in  number  from  six  to  four; 
there  being  no  flights  of  two  or  more  locks,  but  only  a  single  lift  at  each  locality,  a  transforma- 
tion to  a  sea-level  canal  could  be  eflected  more  readily. 

4.  The  great  lake  to  be  formed  by  the  Gaml)oa  dam  would  afl'ord  control  of  the  floods  of 
the  Chagres  with  less  fluctuation  of  water  in  the  canal. 

5.  The  spillways  would  be  smaller  structures. 

The  disadvantages  of  the  summit-level  project  preferred  by  the  Board  are: 

1.  The  greater  number  of  lock  locations — at  four  points  instead  of  three — which  would 
require,  until  trafHc  becomes  large,  a  little  more  expense  for  operation. 

2.  The  greateV  number  of  dams  and  spillways  on  the  Atlantic  side,  being  three  instead  of  one; 
one  of  the  dams,  that  at  Gamboa,  far  exceeding  the  Gatun  dam  for  the  85-foot  summit  level  in 
height  and  head  of  water  sustained. 

3.  The  great  reduction  of  channel  width,  giving  a  canal  less  favorable  for  navigation. 

4.  The  greater  time  required  to  build,  estimated  at  two  years. 

5.  The  greater  cost,  estimated  to  be  about  ^36,000,000. 

The  following  table,  classifying  the  channels  of  the  two  projects  with  regard  to  width  and 
giving  the  proportion  of  each  width,  shows  the  great  superiority  for  navigation  of  the  canal  with 
summit  level  at  elevation  85. 


Width  of  channel. 

Proportion  to  entire 
length  ol  route. 

Summit 

elevation 

60. 

elevation 
85. 

Per  cent. 
0.0 
0.0 
26.4 
52.1 
16.2 
5.3 

Per  cent. 
38.4 
7.8 
24.7 
14.5 
9.4 
5.2 

500  feet 

300  feet 

20O  feet        

Locks  and  approaches 

100.0 

100.0 

78  REPORT    OF    BOARD    OF   CONSULTING   ENGINEERS,  PANAMA    CANAL. 

The  comparison  of  cost  abovf  given  relates  to  the  two  projects  as  now  planned.  The  provision 
for  flood  control  and  water  supply  for  the  project  with  summit  level  at  elevation  60  is  adequate 
for  anv  traflfie  up  to  at  least  l()o,0O(»,00(»  tons  annually,  but  if  the  project  herein  recommended  with 
summit  level  at  elevation  85  be  adopted  it  will  be  necessary  when  the  traffic  reaches  40,000,000 
or  50,000,000  tons  annually  to  provide  for  storing  water  in  the  upper  Chagres  Valley.  As  Lake 
Gatun  provides  satisfactorily  for  flood  control,  storage  w^ill  be  required  for  lockage  purposes 
t)nly,  and  a  much  smaller  dam  than  that  proposed  for  the  canal  with  summit  level  at  elevation  60 
will  be  ample  until  the  tonnage  reaches  about  100,000,000  tons  per  year.  Such  a  dam  with  the 
necessary  wasteway  would  not  cost  more  than  $3,000,000,  an  expenditure  which  would  not  have 
to  be  made  for  many  years,  and  would  still  leave  a  balance  of  cost  of  $33,000,000  in  favor  of 
the  85-foot  level. 

Most  careful  attention  has  been  given  to  the  question  of  transforming  a  lock  canal  into  a  sea- 
level  canal,  and  the  undersigned  concur  fully  in  the  views  expressed  in  the  report  of  the  Board 
that  it  is  inadvisable  to  build  a  lock  canal  with  a  view  to  its  transformation  in  the  near  future; 
and  that,  if  not  to  be  transformed  soon,  its  construction  should  not  be  complicated  with  details 
which  would  increase  first  cost  and  detract  from  the  efficiency  of  the  lock  canal.  We  believe, 
moreover,  that  a  lock  canal  will  have  such  advantages  over  a  sea-level  canal  of  the  dimensions 
proposed  by  the  Board  that  the  transformation  will  not  be  called  for  in  a  very  long  time,  if  ever. 
Tiie  advantage  ofi'ered  by  the  canal  with  summit  level  at  elevation  60  for  transformation  to  sea 
level  is  therefore  believed  to  be  of  little  value. 

Either  of  the  two  lock  canals  above  compared  would  be  convenient  for  shipping,  although 
in  a  diflerent  degree,  and  would  have  a  capacity  for  an  immense  traffic,  larger  than  can  be 
expected  for  a  long  time;  but  the  lietter  navigation  afi'orded  by  the  broad  waterways  of  the  canal 
with  summit  level  at  elevation  85,  the  simpler  constructions,  the  shorter  time  required  to 
build,  and  the  great  saving  in  cost  are  considerations  too  important  to  be  neglected.  The  more 
costly  canal  would  re(|uire  more  time  to  construct  and  would  not  serve  navigation  as  well. 

COMPARISON  "WITH  THE  BOARD'S  SEA-LEVEL  CANAL  PROJECT. 

The  sea-level  canal  is  fully  descrit)ed  in  the  report  of  the  Board.  The  most  striking  points 
of  difl'erences  aftecting  navigation  are  with  respect  to  number  and  dimensions  of  locks  and 
dimensions  of  the  waterway. 

The  Spooner  Act  provides  that  the  canal  "shall  be  of  sufficient  capacity  and  depth  as  shall 
afford  convenient  passage  for  vessels  of  the  largest  tonnage  and  greatest  draft  now  in  use,  and 
such  as  may  be  reasonably  anticipated."  Since  the  passage  of  this  act  the  Cunard  Company 
has  projected  two  ships  for  the  North  Atlantic  route  of  very  much  larger  dimensions  than  any 
built  heretofore.  The  new  ships  are  to  be  800  feet  long,  88  feet  beam,  and  to  have  a  draft  of  36 
feet.  They  are  specially  designed  for  fast  service  between  England  and  New  York.  They  are 
subsidized  by  the  British  Government,  are  to  be  at  its  service  in  time  of  war,  and  are  not  likely 
in  any  conceivable  circumstances  to  traverse  the  Panama  Canal.  But  the  language  of  the  act 
makes  it  necessary  to  plan  the  canal  for  these  ships  and  for  lai'ger  ones  if  they  "may  be  reason- 
ably anticipated."  What  are  the  ship  dimensions  which  may  be  reasonabl}'  anticipated  is  a 
(juestion  about  which  great  ditlerence  of  opinion  may  exist. 

The  table  shows  the  number  of  commercial  and  war  vessels  now  in  use,  of  medium  size  or 
larger,  classified  with  respect  to  beam: 


BEPOBT    OF    BOABD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL,. 
Beam  of  large  ocean  steamers. 


Commer-     Warships  ; 
Beam.                               cial  ships      in  use  or  '      Total, 
in  use.       projected. ' 

2,101                  201            2,302 

1,993                  139  1          2,132  . 

692                  110                802 

177                     83  .              2fi0 

60  to  55  feet 

53 
26 
6 
3 

44                  97 
123                149 
a^                 91 

81 

84 
S 

« 

Total 

5,051  1               874 

5,925 

This  table  shows  uiost  clearly  how  insigniticaiit  in  miiiiljer  are  the  txuniiiercial  ships  exceed- 
ing 70  or  even  60  feet  beam.  The  broadest  coniniercial  ships  in  use  are  less  than  Tti  feet  beam, 
and  if  we  exclude  the  projected  Cunarders,  which  of  all  seagoing  ships  are  the  least  likely  to  pass 
through  the  Panama  Canal,  a  length  of  70(»  feet  and  a  beam  of  76  feet  may  be  taken  as  the  dimen- 
sions of  the  greatest  commercial  ships  now  in  use  or  building  which  are  at  all  likely  to  pass 
through  the  canal. 

The  table  also  shows  eight  war  ships  projected  of  more  than  80  feet  beam.  The  l>eam  of 
these  is  definitely  known  only  for  the  new  Japanese  battle  ships  of  the  Sufxu//ia  class,  which 
are  to  be  83  feet  6  inches. 

The  steady  advance  in  ship  dimensions  since  the  introduction  of  steamships  is  well  known, 
and  while  at  almost  any  period  there  have  been  a  few  ships  too  large  for  the  current  traffic  and 
existing  harbor  facilities  it  can  not  be  doubted  that  as  traffic  increases  and  harbor  facilities 
are  improved  ships  of  larger  dimensions  will  come  into  profitable  use.  While  a  limit  may  be  near 
at  hand,  as  some  well-informed  experts  believe,  it  seems  clear  that  the  limit  has  not  been 
reached,  although  in  the  class  of  cargo  steamers  by  which  the  greater  part  of  the  sea-borne 
commerce  of  the  world  is  served  there  has  been  little  or  no  general  advance  for  several  years. 
From  such  somewhat  conflicting  data  a  judgment  must  be  formed  as  to  what  further  increase  of 
ship  dimensions  "  may  be  reasonably  anticipated."  In  forming  such  judgment  it  is  believed  that 
the  period  for  which  such  reasonable  provision  is  to  be  made  should  also  be  a  reasonable  one; 
for  example,  probably  no  one  would  expect  to  provide  in  any  commercial  or  military  construction 
for  needs  at  the  end  of  the  present  century. 

The  Boai-d  adopted  for  lock  dimensions  a  width  of  loo  feet  and  usable  length  of  l,00o  feet, 
which  are  sufficient  for  a  ship  of  more  than  double  the  tonnage  of  the  great  ships  recentty 
placed  on  the  North  Pacific  route,  the  Dahita  and  the  Muuiesofa  (which  are  so  much  larger  than 
any  other  on  the  Pacific  that  they  must  be  considered  experimental),  and  are  ample  for  a  ship  of 
about  40  per  cent  greater  tonnage  than  the  projected  Cunarders,  which  are  much  larger  than 
any  other  ship  built  or  projected  for  any  route.  We  believe  this  allowance  for  reasonable 
anticipation  excessive,  and  that  locks  9.5  feet  wide  with  a  usable  length  of  900  feet  will  fully  meet 
the  requirements  of  the  act  for  both  commercial  and  war  ships,  and  recommend  the  adoption  of 
these  dimensions.  They  provide  for  ships  nearlv  double  the  tonnage  of  the  Dahita  and  Jlt'iine- 
sota,  or  25  per  cent  larger  tonnage  than  the  projected  Cunarders.  The  width  will  permit  the 
passage  of  a  battle  ship  of  13  or  14  feet  greater  beam  than  any  ship  now  in  use  or  building  for 
the  United  States  Navy. 

If  the  locks  are  larger  than  necessary,  they  will  not  only  cost  more,  but  will  require  a  larger 
water  supplj^  and  will  not  be  quite  so  convenient  to  operate.  The  gates  must  be  larger,  the 
locks  can  not  be  filled  or  emptied  so  quickly,  and  therefore  a  little  longer  time  will  be  requii'ed 
to  pass  ships;  in  other  words,  if  the  locks  are  larger  than  necessaiy,  they  will  not  serve  commerce 
as  well  as  smaller  ones. 


80 


BEPOBT    OF    BOAED    OF    CONSITLTING   ENGINEEES,  PANAMA   CANAL. 


We  do  not  believe  it  is  wise  to  attempt  to  meet  the  possible  requirements  of  a  distant 
future,  which  might  be  estimated  erroneously'  and  would  burden  the  commerce  of  the  pre.sentand 
near  future  with  unfavorable  conditions,  but  that  it  would  be  more  judicious  to  build  the  canal 
with  reasonable  but  not  excessive  allowances  for  further  developments.  If  the  locks  should  prove, 
after  man}-  years,  to  be  too  small,  larger  ones  can  be  built  when  needed,  and  in  the  meantime  the 
structures  of  more  moderate  size  will  have  rendered  better  service  to  commerce. 

The  second  striking  diii'erence  between  the  two  projects  aflecting  navigation  is  in  respect  to 
width  of  channel.  Wherever,  in  recent  times,  natural  waterwavs  have  been  improved  or  arti- 
licial  channels  made  for  purposes  of  navigation  the  original  work  has  been  speedily  followed  by 
demands  for  deeper,  wider,  and  straighter  channels.  All  these  particulars  have  been  notably' 
exemplitied  in  the  entrance  channels  to  New  York  Harbor,  where  the  new  channel  will  have  a 
width  of  1,00(1  feet  and  a  depth  of  40  feet,  and  in  the  waters  connecting  the  Great  Lakes,  where 
the  channels,  first  made  150  to  250  feet  wide  and  10  to  12  feet  deep,  have  been  enlarged  from 
time  to  time  to  widths  ranging  from  300  to  1,500  feet  and  to  a  depth  of  21  feet.  In  acc^ordance 
with  an  act  of  Congress  estimates  of  cost  of  increasing  the  depth  to  25  feet  have  been  prepared 
and  are  about  to  be  submitted.  As  a  result  of  experience  in  these  channels  with  a  heavy  traffic, 
much  exceeding  that  in  any  other  waterway  in  the  world,  curved  diannels  are  avoided  entirely. 
Wherever  practicable  changes  of  direction  are  made  in  deep  water:  where  this  is  impracticable 
the  inner  angle  at  the  intersection  of  the  two  courses  is  cut  off  so  as  to  make  a  large  widening  at 
this  point,  and  ships  make  the  turn  in  .safety  and  usually  without  reducing  speed,  ^hips  are 
guided  through  the  straight  courses  by  center-line  ranges  and  by  frequent  buoys,  many  of  them 
gas-lighted,  detining  the  foot  of  each  side  slope. 

In  the  plan  for  the  Panama  Canal  herein  recommended,  all  of  the  route  except  the  locks 
and  a  short  length  in  the  deepest  part  of  the  Culebra  cut  will  consist  of  broad  channels  300 
to  1,000  feet  or  more  in  width,  with  changes  of  direction  effected  as  above  described.  In  the 
sea-level  plan,  on  the  other  hand,  such  channels  are  found  only  in  Limon  Bay  and  from  the  tidal 
lock  to  the  terminus  in  Panama  Baj'.  About  half  the  distance  from  Mindi  to  Miraflores  would 
be  in  curves,  and  no  widening  of  the  channel  in  curves  is  provided  for.  Ships  of  the  largest  size 
could  traverse  the  lock  canal  day  or  night  without  difficulty,  but  night  navigation  in  the  narrow 
curves  of  the  sea-level  canal  would  he  hazardous  except  for  smaller  craft.  In  the  following  table 
the  two  plans  are  contrasted  with  respect  to  channel  widths: 


Bottom  M-idlh  of  channel. 

Lock  canal  with  sum- 
mit level  at  eleva- 
tion 85. 

Sea-level  canal. 

Length. 

Per  cent 
of  route. 

Length. 

Per  cent 
of  route. 

1, 000  feet 

Miles. 
19.08 

3.86 
12.29 

0  00 

38.4 
7.8 

21.7 
n  n 

Miles. 
0.00 
0.00 

0.0 
0.0 

500  feet 

0.77                  1.6 
3.05    '             6.2 
19.47                39.6 
20.39                41.5 
0.59                  1.2 

300  feet 

7.21     '            14-5 

4.70 
0.00 
2.58 

9.4 
0.0 
.5.2 

150  feet 

Total 

49.72 

100.0 

1 

The  lock  canal  will  be  less  than  300  feet  wide  for  only  one-seventh  of  its  length  and  for  more 
than  two-thirds  of  its  length  will  be  500  feet  or  more  wide;  it  will  be  nowhere  less  than  200  feet 
wide.  The  sea-level  canal  for  nearly  half  its  length  would  be  only  150  feet  wide,  and  for  nearl}^ 
five-sixths  of  its  length  would  not  exceed  200  feet.  Moreover,  in  the  portion  200  feet  in  width 
there  are  stretches  where  the  lower  part  of  the  canal  is  in  rock  which  does  not  reach  the  surface 
of  the  water,  a  condition  particularly  unfavorable  to  safe  navigation. 


REPORT    OF    BOARD    OF   CONSULTING   ENGINEERS,  PANAMA   CANAL.  81 

The  lock  canal  is  not  only  greatly  superior  to  the  sea-level  canal  in  regard  to  width,  but  is 
also  decidedly  superior  in  regard  to  depth.  The  sea-level  canal  is  planned  to  be  40  feet  deep 
below  the  level  of  mean  tide  except  in  Limon  Bay,  where  it  would  be  41  feet,  and  in  Panama 
Bay,  where  it  would  be  45  feet  below  mean  tide. 

At  low  tide  the  depth  of  water  in  the  canal  for  some  distance  inland  from  Limon  Ba}'  would 
be  a  little  less  than  40  feet.  The  plans  for  the  sea-level  canal  contemplate  the  direct  admission 
of  the  water  of  silt-bearing  rivers  of  moderate  size  into  the  canal,  and,  in  some  instances, 
into  the  portions  of  the  canal  having  a  rock  bottom.  Under  such  conditions  it  will  be  diffi- 
cult and  expensive  to  maintain  the  full  depth  of  40  feet  by  dredging.  In  the  lock  canal,  as 
planned,  the  sea-level  section  on  the  Atlantic  side  will  have  a  depth  of  not  less  than  40  feet 
of  water  throughout  at  any  stage  of  the  tide.  In  the  summit  level  the  depth  will  be  42  feet  or 
more  at  extreme  low  water  in  the  driest  season,  and  4.5  feet  or  more  under  usual  conditions. 
From  Pedro  Miguel  to  Sosa  the  depth  will  be  45  feet  or  more.  The  decided  advantage  to 
large  ships  of  these  increased  depths  will  be  recognized  by  all  who  are  familiar  with  the  difficulty 
of  steering  when  there  is  but  little  water  under  the  keel. 

RELATIVE  TIME  FOR  COMPLETION  OF  SEA-LEVEL  AND  85-FOOT  PROJECTS. 

The  Board  estimates  that  the  sea-level  canal  can  l)e  built,  with  favoring  circumstances,  in 
twelve  or  thirteen  years,  this  being  the  estimated  time  required  to  excavate  the  central  mass 
usually  called  the  Culebra  cut,  including  all  the  excavation  between  Obispo  and  Pedro  Miguel. 
This  section  is  8.08  miles  long,  and  for  the  sea-level  canal  requires  110,000,000  cubic  yards  of 
excavation,  the  heaviest  mile  requiring  22,000,000  cubic  yards  and  the  heaviest  3,136  feet  (which 
is  the  length  of  the  Gatun  flight  of  three  locks  for  the  85-foot  level  canal),  14,000,000  cubic  yards. 

This  estimate  of  time  is  based  on  an  estimated  output  of  800  cubic  yards  per  day  of  ten  hours 
for  each  steam  shovel  employed,  the  number  of  steam  shovels  to  be  increased  to  100  as  rapidly 
as  they  can  be  installed.  Toward  the  end  of  the  work  the  space  would  be  restricted  and  the 
number  of  shovels  would  have  to  be  reduced.  It  is  recognized  by  the  Board  and  by  all  others  who 
have  given  attention  to  the  subject  that  the  real  problem  of  excavation  is  to  dispose  of  the  exca- 
vated materials  and  to  keep  empty  cars  at  the  shovels  for  tilling.  Vp  to  this  time  great  difficultv 
has  ))een  found  in  the  wet  season  in  maintaining  tracks  and  unloading  cars,  and  the  cost  of  experi- 
mental work  done  by  the  Isthmian  Canal  Commission  was  quickly  and  greatlv  increased  when  the 
rainy  season  came  oni 

The  estimated  average  output  al)ove  mentioned  could  easily  be  reached  and  even  exceeded 
in  a  favorable  climate,  and  in  material  suitaljle  for  steam-shovel  work;  but  at  Panama  only  three 
or  four  months  each  year  can  be  called  dry,  and  in  the  remaining  months  two  or  three  times  as 
much  rainfall  is  concentrated  as  occurs  in  the  entire  year  in  the  central  i\nd  eastern  parts  of  the 
United  States.  As  to  the  material,  the  greater  part  of  it  will  require  blasting  while  much  of  it 
is  hard  rock.  The  average  output  estimated  for  shovels  at  the  canal  is  nearly  double  that  realized 
in  mixed  materials  in  several  large  operations  in  the  United  States. 

We  believe  the  time  required  to  excavate  the  Culebra  cut  for  tlie  sea-ievel  canal  will  lie  much 
greater  than  estimated  by  the  Board  and  not  less  than  fifteen  years.  This  conclusion  has  been 
reached  b_v  considering  the  Culebra  cut  as  a  whole,  studying  the  possible  arrangements  of  tracks 
and  distribution  of  plant,  and  also  with  special  reference  to  the  heaviest  portion,  about  4,300  feet 
in  length.  The  lock  canal  with  sunuuit  level  at  elevation  60  will  require  72,800,000  cubic  yards  of 
e.Ycavation  from  the  central  mass,  and  assuming  the  time  will  be  proportional  to  the  amount  to  be 
excavated  from  this  mass  and  that  the  sea-level  canal  would  require  fifteen  years,  the  time 
required  to  complete  the  lock  canal  with  sununit  level  at  elevation  f>0  would  be  ten  years.  On 
the  same  basis  the  time  required  for  the  lock  canal  with  sunuuit  level  at  elevation  85,  which 
requires  the  excavation  of  53,800,000  cubic  yards  from  the  central  mass,  would  be  about  seven 
and  one-half  years,  a  conclusion  which  is  verified  by  a  study  of  conditions  in  the  heaviest  portion; 
but  before  accepting  this  period  as  the  time  required  to  l)uild  the  canal  consideration  nuist  l)e 
given  to  the  question  of  time  required  to  build  the  locks. 
S.  Doc.  231,  59-1 14 


S2  REPORT    OF    BOARD   OF   CONSULTING   ENGINEERS,  PANAMA   CANAL. 

For  the  85-foot  level  the  greatest  amount  of  lock  excav*ation  and  the  greatest  amount  of  lock 
masonry  will  be  required  at  Gatun.  The  amount  of  excavation  for  this  lock,  embracing  a 
distance  of  3,13(5  linear  feet,  measured  along  the  canal  axis,  will  be  3,6(i0,()00  cubic  yards,  and  the 
average  width  of  the  excavation  will  not  difl'er  greatly  from  the  average  width  of  the  Culebra 
cut  in  the  heaviest  section.  The  excavation  of  the  corresponding  length  of  the  heaviest  section 
of  the  Culebra  cut  in  fifteen  years  will  requii-e  the  removal  of  933,000  cubic  yards  per  year. 
If  this  rate  can  be  maintained  at  the  lock  site  at  Gatun  the  excavation  would  require  four  years. 
It  does  not  appear  that  the  materials  at  Gatun  are  any  less  favorable  to  excavate  than  at  Culebra, 
while  the  distance  to  a  dumping  ground  would  be  less,  and  the  excavating  plant  could  be  arranged 
for  more  effective  use,  and  therefore  a  somewhat  better  rate  should  be  reached  at  (latun;  but 
if  no  reduction  be  made  on  account  of  these  better  conditions  the  estimated  time  will  be  on  a 
more  conservative  basis  than  the  estimate  of  the  time  for  the  sea-level  canal. 

The  amount  of  concrete  masonry  required  for  the  Gatun  locks  will  be  about  1.300,000  cubic 
yards.  This  would  be  the  greatest  mass  of  masonry  built  in  modern  times.  Like  the  excava- 
tion of  the  Culebra  cut  it  will  require  special  organization  and  the  best  plant.  Plant  and 
materials  should  be  accumulated  in  advance  while  the  excavation  is  being  made.  With  such 
preparation  a  verv  rapid  construction  is  practicable.  In  recent  work  in  the  United  States  an 
average  of  al)out  -±00  cubic  3'ards  per  day  was  maintained  for  a  considerable  period  with  a  single 
mixing  plant,  and  a  maximum  was  reached  of  more  than  800  cubic  yards  in  one  daj'.  At  the 
Gatun  locks,  with  their  three  main  walls  aggregating  more  than  9,000  linear  feet,  20  mixing  plants 
or  even  more  could  be  set  up  and  operated  to  advantage,  and  at  the  average  rate  of  -tOO  cubic 
yards  per  plant  per  day  the  daily  rate  would  be  8,000  cubic  yards.  But  assuming  a  very  large 
reduction  from  this — that  only  ten  of  these  plants  were  operated  simultaneously,  with  an  average 
output  of  only  250  cubic  yards  per  day  for  each — the  daily  rate  would  be  2,500  cubic  yards,  which 
is  certainly  easil}'  attainable  and  ma}^  be  much  exceeded.  At  this  rate  the  entire  amount  of  concrete 
would  be  placed  in  520  working  days,  or  two  and  a  quarter  years.  The  materials  for  this  daily 
output  of  concrete  would  amount  to  about  4,000  tons,  or,  say,  125  carloads.  This  is  al)out  one- 
fifteenth  of  the  weight  of  the  excavated  materials  to  be  moved  daily  from  the  Culebra  cut.  and  it 
does  not  appear  to  offer  any  special  dilEculty. 

The  largest  item  of  work  remaining  is  the  erection  of  the  gates,  of  which  14  pairs  will  be 
I'equired  for  the  duplicate  flight.  At  the  Poe  lock  of  the  St.  Marys  Falls  Canal  ffve  pairs  of 
gates  were  erected  with  a  small  force  and  a  single  plant  in  sixteen  and  a  half  months,  of  which 
about  six  months  were  winter,  and  in  that  extremely  cold  climate  little  progress  could  then  be 
made.  Deducting  half  of  this  period,  the  period  of  effective  work  was  not  more  than  thirteen  and 
a  half  months,  giving  less  than  three  months  as  the  time  required  for  the  erection  of  one  pair  of 
gates.  Not  less  than  five  plants  should  be  provided  for  the  14  pairs  of  gates  at  Gatun,  and  if  we 
assume  five  months  instead  of  three  months  as  the  period  required  for  one  pair  on  account  of  the 
greater  size  of  the  gates,  the  total  time  for  all  the  gates  at  this  lock  would  be  fifteen  months,  or 
one  and  a  cjuarter  years.  As  the  plants  are  not  expensive,  they  might  be  further  increased  in 
number,  and  if  seven  were  employed  the  time  required  would  be  onl3'  ten  months,  or,  say,  one 
3'ear.     As  this  work  could  be  done  under  roof,  little  time  need  be  lost  on  account  of  rain. 

The  periods  above  mentioned  aggregate  seven  and  one-fourth. to  seven  and  one-half  years, 
which  is  less  than  required  for  the  Culebra  cut ;  but  this  aggregate  results  from  assuming  that 
excavation  would  be  entirely  completed  before  making  concrete  was  commenced,  and  that  the 
concrete  would  be  entirel}'  completed  before  the  erection  of  the  gates  was  taken  up.  These 
operations  would,  in  fact,  overlap  and,  to  a  considerable  extent,  be  carried  on  together,  effecting 
considerable  reduction  in  total  time. 

The  locks  at  Pedro  Miguel  and  Sosa  are  of  less  magnitude  than  the  Gatun  locks  and  would 
require  less  time,  and  no  other  single  work  except  the  Culebra  cut  would  require  nearly  as  much. 
Nevertheless,  where  so  many  works  of  magnitude  are  to  be  built  there  is  likel}'  to  be  dela\'  at 
some  point,  and  the  period  of  seven  and  one-half  years  for  the  construction  of  locks  might  be 
exceeded  somewhat. 


REPOET    OF    BOAED    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  83 

The  period  of  seven  and  one-half  years  above  given  as  required  for  the  Culebra  cut  is  based 
upon  the  same  average  number  of  steam  shovels  as  required  to  complete  the  Culebra  cut  for  the 
sea-level  canal  in  fifteen  years.  Since  the  installation  of  the  full  number  of  steam  shovels, 
tracks,  etc.,  would  require  about  the  same  time  for  either  canal,  and  when  the  width  of  the 
cut  becomes  smaller  toward  the  bottom  there  will  not  be  room  to  operate  so  manj-,  the  average 
number  in  use  for  the  lock  canal  will  be  less,  and  we  therefore  increase  the  estimated  time 
required  for  the  Culelira  cut  for  the  lock  canal  one  year,  making  eight  and  one-half  j^ears.  Until 
recently  no  one,  so  far  as  we  are  aware,  has  estimated  a  longer  period  than  eight  years  for  the 
construction  of  the  locks  in  any  project  or,  in  fact,  so  long  a  period. 

The  French  company  allowed  ten  years  for  the  various  works  at  Bohio,  including  the  dam, 
spillways,  and  locks,  but  this  resulted  from  a  plan  of  successively  executing  parts  of  these  works; 
and  the  construction  of  the  lock,  including  masonry,  gates,  and  other  appurtenances,  was  estimated 
to  require  only  six  jears,  of  which  two  years  were  allowed  for  excavation.  The  tirst  Isthmian 
Canal  Commission  based  its  estimate  of  time  required  for  completion  of  the  canal  wholly  upon 
the  excavation  of  the  Culebra  cut,  estimated  to  require  eight  years  after  the  period  of  preparation. 

Making  due  allowance,  as  before  indicated,  for  possible  delays  in  the  concurrent  execution 
of  several  works,  and  taking  a  total  of  nine  years  for  the  entire  work,  we  arrive  at  a  period  whicli 
we  believe  to  be  far  more  conservative  than  the  period  of  tifteen  years  for  a  sea-level  canal.  A 
saving  of  at  least  six  years  will  result  from  the  adoption  of  the  plan  herein  recommended  instead 
of  a  sea-level  plan. 

RELATIVE  TIME  OF  TRANSIT. 

In  the  sea-level  canal  it  will  be  necessai-y  for  one  of  two  ships  of  medium  or  large  size 
about  to  meet  to  make  fast  to  mooring  piles  or  posts  while  the  other  passes  at  reduced  speed. 
In  the  Suez  Canal  this  is  done  in  all  cases,  and  at  regular  mooring  places  where  facilities  are  sup- 
plied. At  these  mooring  places,  which  are  usualU'  about  four  miles  apart,  the  canal  is  widened 
for  a  distance  of  about  2.400  feet  from  the  ordinary  bottom  width  of  about  108  feet  to  about  150 
feet.  The  latter  is  the  bottom  width  proposed  for  the  greater  part  of  the  sea-level  canal,  but  as  the 
Panama  Canal  is  intended  to  provide  for  larger  ships  than  an^-  now  passing  through  the  Suez  Canal, 
it  is  assumed  that  passing  places  will  be  made  in  the  150-foot  channels  of  the  former,  although 
the  estimates  of  cost  do  not  provide  for  them.  In  the  Suez  Canal  no  meetings  are  allowed  where 
the  canal  passes  through  rock.  It  is  here  assumed  that  passing  places  will  be  made  at  Panama 
in  all  materials,  unless  the  bottom  width  is  as  much  as  200  feet  with  sides  vertical  and  continuous 
for  a  considerable  distance,  as  in  the  Culebra  cut,  or  unless,  if  the  sides  are  flat  slopes,  the  bot- 
tom width  is  300  feet  or  more.  In  the  Culebra  cut,  where  the  sides  are  vertical,  it  can  be 
arranged  to  make  a  ship  fast  an^'where.  In  channels  300  feet  wide  ships  can  pass  each  other  at 
reduced  speed  without  stopping.  In  widths  of  500  feet  or  more  it  will  not  be  necessary  for 
either  to  reduce  speed. 

The  broad  channels  aflorded  by  the  lock  canal  with  summit  level  at  elevation  So  will  enable 
ships  to  pass  through  them  at  much  greater  speeds  and  with  much  greater  safety  than  in  the 
narrow  channels  of  the  sea-level  canal,  and  as  there  will  be  only  a  small  proportion  of  channel 
less  than  300  feet  wide  in  the  lock  canal,  very  little  loss  of  time  will  occur  at  meeting  points;  but 
in  the  sea-level  canal,  with  its  narrow  channel  all  the  way  across  the  Isthmus,  the  time  lost  at 
meeting  points  will  be  considerable,  even  with  moderate  trathc,  and  will  increase  with  great  rapid- 
it^'  as  traffic  increases.  With  ships  of  such  size  as  those  of  the  principal  lines  between  western 
Europe  and  the  Orient,  the  time  lost  by  meetings  and  by  the  lower  speeds  through  the  narrow 
waterway  of  the  sea-level  canal  would  be  greater  than  the  time  required  for  lockage  through  the 
several  locks  of  the  lock  canal.  With  ships  approaching  in  dimensions  those  contemplated  by  the 
act  of  Congress  authorizing  the  building  of  an  isthmian  canal,  the  transit  across  the  Isthmus,  even 
with  a  small  traffit',  would  recjuire  more  time  in  the  proposed  sea-level  canal  than  in  the  lock  canal 
herein  recommended,  and  with  a  heavy  traffic  the  loss  of  time  would  be  an  important  feature. 

In  order  to  test  the  relative  time  required  for  passage  through  these  respective  canals,  a  cal- 
culation has  been  made  of  the  time  required  in  each,  following  the  methods  described  in  detail 


84 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL. 


in  the  report  of  the  Isthmian  Canal  Commission  of  1899-1901.  (See  Appendix  G  of  that  report.) 
Since  the  time  of  transit  will  vary  with  the  dimensions  of  the  ships  and  the  density  of  traffic, 
two  type  ships  were  selected,  one  called  type  C,  540  feet  in  length,  (iO  feet  beam,  and  32  feet 
draft,  the  other  called  type  E,  700  feet  in  lenj^th,  7.5  feet  beam,  and  37  feet  draft.  The  former  is 
not  quite  as  long  or  broad  as  the  larger  ships  of  the  Union  Castle  Line,  which  run  between 
England  and  the  Far  East  via  the  Cape  of  Good  Hope:  the  latter  is  a  little  larger  than  the  largest 
ships  now  on  the  Pacific,  but  not  so  large  bj'  30  to  10  per  cent  as  the  largest  ships  which  could 
jiass  conveniently  through  a  canal  of  the  channel  and  lock  dimensions  proposed  for  the  Panama 
Canal  with  summit  level  at  elevation  85.  The  results  of  this  calculation  are  summarized  in  the 
following  table: 


Distance 
between 
passing 
places. 


Time  required  for  transit  across  the  Isthmus. 

10  ships 
per  day. 

15  ships 
per  day. 

20  ships 
per  day. 

25  ships 
per  day. 

30  ships 
per  day. 

Hours. 

Hours. 

Hours. 

Hours. 

Hours. 

8.9  ■            9.6 

10.5 

11.5 

12.9 

8.  6              9. 0 

9.7 

10.3 

11. 1 

9.5              9.6 

9.7 

9.8 

10.0 

11.6 

12.8 

14.3 

16.2 

18.9 

11.1 

11.6 

12.6 

13.6 

14.7 

10.5 

10.7 

10.8 

10.9 

11.1 

Type  C,  540  feet  by  60  feel  by  32  feet;. 


Type  E,  700  feet  by  75  feet  by  37  feet. 


Sea  level 

do... 

Lock 

Sea  level 

do.. 

Lock 


The  saving  of  time  by  reducing  the  distance  between  passing  places  is  apparent,  but  even  for 
ships  of  the  smaller  type  the  lock  canal  will  furnish  quicker  transit  when  the  traffic  becomes 
great,  while  for  the  larger  ships  the  lock  canal  will  afford  quicker  transit  from  the  start.  This 
would  be  still  more  marked  for  ships  of  the  greater  dimensions  contemplated  in  the  act  of  Con- 
gress. By  increasing  the  width  of  the  sea-level  canal  the  time  of  transit  would  be  reduced.  If 
it  were  made  300  feet  wide,  except  for  -1.7  miles  in  the  Culebra  cut,  the  time  would  be  less  than 
in  the  lock  canal  with  summit  level  at  elevation  85  on  account  of  the  time  lost  at  locks  in  the  latter, 
but  the  cost  of  such  a  canal  would  be  about  $50,000,000  greater  than  that  of  the  sea-level  canal 
adopted  by  the  Board. 

In  the  narrow  channels  of  the  sea-level  canal,  with  its  large  proportion  of  curves,  night 
navigation  will  be  more  hazardous  than  by  day,  and  ships  will  probably  move  at  lower  speed 
than  assumed  for  the  calculation  of  time  of  transit.  Unless  ships  arrive  very  early  in  the  day, 
they  will  not  be  able  to  pass  through  the  canal  by  daylight  on  the  day  of  arrival,  but  will  have 
to  submit  to  the  delaj's  of  night  navigation  or  tie  up  until  the  next  day.  While  this  mav  not 
appear  to  be  an  important  matter,  the  loss  from  an  average  delay  of  twelve  hours  would  amount 
to  a  large  sum  in  a  year.  Taking,  for  example,  a  tonnage  of  20,000,000,  the  annual  loss  on  the 
basis  of  earnings  of  one-half  mill  per  ton  mile  would  not  be  less  than  $1,500,000,  which,  capitalized 
at  three  per  cent,  shows  that  an  expenditure  of  $50,000,000  would  be  justified  to  avoid  such 
a  delay.  It  must  be  evident  that  even  a  small  delay  to  the  traffic  is  of  much  importance.  By 
the  adoption  of  the  summit-level  canal,  instead  of  a  sea-level  canal,  the  time  of  transit  is  short- 
ened, not  only  without  additional  cost  but  with  a  large  saving. 


CAPACITY  FOR  TRAFFIC  OF  THE  TWO  PROJECTS. 

The  best  example  of  a  ship  canal  with  locks  and  modern  equipment  and  a  large  traffic  is  the 
St.  Marys  Falls  Canal,  and  it  is  therefore  the  best  precedent  in  discussing  the  traffic  capacity 
of  a  lock  canal  at  Panama.  The  claim  is  made  in  the  report  of  the  Board  that  it  is  not  a  mari- 
time canal,  and  that  for  this  reason  experience  there  is  not  a  safe  guide  for  the  consideration 
of  a  canal  for  seagoing  ships.  This  demands  most  careful  attention.  The  other  great  ship  canals 
with  locks  are  the  Manchester,  the  Amsterdam,  and  the  Kaiser  Wilhelm  or  Kiel,  all  of  which 
connect  with  the  sea  at  one  or  both  ends. 


REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA    CANAL,. 


85 


The  publication  of  the  Department  of  Commerce  and  Labor  entitled  "Great  Canals  of  the 
World"  gives  the  traffic  through  the  Manchester  Canal  for  the  years  lS9-i  to  1900.  inclusive,  and 
through  the  Kaiser  Wilhelni  Canal  for  the  years  1895  to  1904,  inclusive,  brought  down  to  1905 
by  later  information  from  that  Department.  No  data  are  given  for  the  Amsterdam  Canal  nor 
are  anj-  readily  olitainable  for  this  report. 

The  traffic  through  the  Manchester  Canal  in  the  hist  year  reported,  190n,  was  1,492,320  tons 
net  register.  The  number  of  vessels  was  5,36'2,  giving  an  average  tonnage  of  only  278.  These 
figures  include,  however,  a  large  proportion  of  small  vessels  not  seagoing.  Taking  only  the 
vessels  going  to  Manchester,  the  number  was  2,900,  the  registered  tonnage  1,230,784,  and  the 
average  tonnage  per  vessel  424.  Exact  tigures  as  to  the  present  tonnage  are  not  available,  but  it 
is  probably  about  one-third  more.  The  largest  ships  traversing  the  canal  up  to  this  time  are  the 
twin-screw  steamers  of  the  Soinersei  class,  460  feet  long  between  perpendiculars  and  58.2  feet 
beam;  single-screw  steamers  of  the  Sihvrl/'j)  class,  470  feet  between  perpendiculars  and  55.2 
feet  beam,  and  the  Manchester  liners,  single-screw  cargo  steamers,  of  which  the  larger  are 
approximately  4t'0  feet  between  perpendiculars  and  50  feet  beam. 

The  traffic  through  the  Kaiser  "Wilhelm  Canal  during  the  year  ending  March  31,  1905,  was 
5,720,477  tons  in  32,623  vessels  having  an  average  tonnage  of  162.  A  large  proportion  of  the 
larger  ships  were  German  war  vessels.  648  of  these  having  passed  through  the  canal  in  that 
year. 

There  are  two  canals  at  the  St.  Marys  Falls,  the  canal  on  the  American  side  having  two 
independent  locks,  one  called  the  Weitzel  lock,  515  feet  long,  dO  feet  wide  at  the  gates  (SO  feet  in 
chamber),  and  17  feet  over  the  sills;  the  other,  called  the  Poe  lock,  800  feet  long,  100  feet  wide, 
and  22  feet  over  the  sills.  The  canal  on  the  Canadian  side  has  a  lock  900  feet  long,  60  feet 
wide,  with  22  feet  over  the  sills.  In  1905,  19  per  cent  of  the  tonnage  passed  through  the  Weitzel 
lock,  66  per  cent  through  the  Poe  lock,  and  15  per  cent  through  the  Canadian  lock.  The  sailing 
route  is  a  little  shorter  via  the  American  canal,  and  the  canal  has  nearly  vertical  sides;  in  the 
Canadian  canal  the  sides  have  a  slope  of  four  on  one.  and  floating  fenders  are  in  use  to  keep  vessels 
from  injury,  but  are  not  satisfactory;  for  these  and  other  reasons  the  greater  part  of  the  traffic 
passes  through  the  American  canal.  The  depth  of  water  on  the  sills  of  the  Weitzel  lock  is  not  suffi- 
tient  for  the  larger  vessels  when  loaded,  and  it  is  used  mostly  by  vessels  of  smaller  size.  The  locks 
cherefore  eflect  a  classification  of  vessels,  the  largest  always  passing  the  Poe  or  the  Canadian 
lock  when  loaded,  and  usually  when  light.     None  of  the  locks  is  worked  to  its  full  capacity. 

In  1905  the  total  net  registered  tonnage  passing  through  the  two  canals  was  36,617,699  tons, 
the  number  of  vessel  passages  (excluding  scows,  etc.,  not  registered)  being  20,460,  and  the  average 
tonnage  1,790.  The  net  registered  tonnage  through  the  Poe  lock  was  24,176,472,  the  number  of 
vessels  9,374,  and  the  average  tonnage  2,579. 

These  comparisons  appear  more  clearly  in  the  following  table  where  the  preceding  figures 
are  collected.  The  tonnage  through  the  St.  Marys  Falls  Canal  is  net  register,  and  it  is  presumed 
the  tonnage  for  the  other  canals  is  of  the  same  measurement. 


Caual.                     1  Year. 

Number 
of  vessel 
passages. 

Average 

Tonnage.      tonnage 

of  vessels. 

Remarks. 

Manchester 1900 

Manchester 1900 

5,362 
2,900 
32,623 
20,346 
9,374 

1,492,320 
1,230, 7»l 
5,270,477 
36,617,699 
24,176,472 

278 

424 

162 

1,790 

2,597 

All  vessels. 

Manchester  trade  only. 
Year  ending  March  31. 
All  locks. 

St.  Marys  Falls 1905 

St.  Marys  Falls.                         1905 

After  an  inspection  of  this  table  a  claim  that  experience  in  regard  to  the  navigation  of  lock 
canals  is  to  be  looked  for  at  the  Manchester  or  the  Kai.ser  Wilhelm  canals  rather  than  the  St. 
Marys  Falls  Canal  would  appear  preposterous.  It  would  require  only  480  vessels 'of  the  average 
size  passing  the  Poe  lock  during  the  present  year  to  equal  the  tonnage  of   the  2,900   vessels 


86  REPORT  OF  BOARD  OF  CONSULTING  ENGINEERS,  PANAMA  CANAL. 

passing  through  the  Manchester  Canal  in  19(10,  and  only  2,0-1:4:  to  equal  the  tonnage  of  the  32,623 
vessels  passing  the  Kaiser  Wilhelm  Canal  during  the  last  year. 

If,  however,  the  dimensions  of  the  largest  class  of  ships  passing  the  respective  canals  be 
compared,  the  result  is  more  favorable  to  the  foreign  canals.  The  largest  vessels  passing  the 
Manchester  Canal  are,  as  stated  before,  460  feet  l)^'  58.2  feet,  and  their  dn'ft  of  25  feet  is  practi- 
cally the  depth  of  the  canal.  Similar  information  as  to  the  Kaiser  Wilhelm  Canal  is  not  at  hand, 
but  it  is  probable  that  the  largest  \essels  there  are  the  war  ships  of  the  German  navy.  The 
largest  vessels  passing  the  St.  Marys  Falls  Canal  are  54:9  feet  between  perpendiculars,  56  feet 
beam  and  20  feet  draft,  and  arc  comparable  with  the  largest  vessels  reaching  Manchester.  In 
model  of  hull,  power  of  engines,  and  speed  they  are  similar  to  ocean-going  cargo  steamers,  although 
not  as  strong  structurally.  The  principal  differences  are  in  the  draft,  which  is  four  to  five  feet 
less,  the  location  of  engines,  arrangement  of  deck,  and  other  minor  details  which  do  not  affect 
their  adaptability  for  canal  navigation. 

Having  in  consideration  all  the  foregoing  facts,  we  believe  not  only  that  the  experience  gained 
at  the  St.  Marys  Falls  Canal  is  applicable  to  the  navigation  of  the  Panama  Canal,  but  that  it  is 
of  vastly  more  value  than  any  or  all  experience  in  the  foreign  lock  canals.  The  amount  and 
character  of  traffic  through  the  foreign  canals  does  not  suffice  to  prove  the  capacity  and  suit- 
ability of  a  lock  canal  for  a  great  traffic,  because  none  of  them  carries  such  a  traffic,  but  the  St. 
Mar3's  Falls  Canal  supplies  the  deficiency  and  makes  the  proof  complete  and,  indeed,  overwhelming. 

Nevertheless,  it  is  contended  bj'  the  Board  that  the  St.  Marys  Falls  Canal  is  used  by  ships 
that  f  recpiently  pass  it,  and  that  the  pilots  and  crews  are  familiar  with  all  the  operations  of  pass- 
ing locks,  while  the  Panama  Canal  would  be  traversed  by  ships  with  crews  ignorant  of  these 
matters,  and  therefore  the  record  of  safety  and  capacity  so  completely  established  in  the 
American  canal  could  not  be  paralleled  at  Panama,  but,  on  the  other  hand,  the  most  imminent  risk 
and  vexatious  delays  would  be  incurred  at  all  times.  We  can  not  help  believing  that  due 
consideration  concerning  the  things  required  to  be  done  to  pass  a  canal  lock  would  dispel  these 
apprehensions. 

The  movement  of  a  ship  is  controlled  in  both  cases  by  signals  transmitted  from  the 
pilot  house  to  the  engine  room;  the  engineer  must  check,  stop,  start,  etc.,  when  ordered;  he  is 
accustomed  to  doing  so  quickly',  whether  at  sea,  in  a  canal,  or  in  a  harbor,  whether  approaching 
a  landing  or  a  lock.  The  engines  are  practically  of  the  same  t3'pe.  As  a  ship  nears  a  lock  lines 
will  be  put  out,  carried  by  the  lock  tenders  and  placed  on  snubbing  posts  as  requii'ed,  the  ship's 
sailors  having  only  to  haul  in,  to  make  fast,  to  slack  off'  or  pay  out,  which  they  ought  to  do  more 
skillfull}'  than  the  less  trained  deck  hands  on  lake  ships.  All  of  these  operations  will  be  I'equired 
at  the  passing  places  in  a  sea-level  canal  and  under  more  difficult  conditions  than  at  locks.  Further- 
more, on  each  ship  while  in  the  canal  there  will  be  a  pilot  whose  entire  time  will  be  given  to  the 
handling  of  ships  in  the  canal  and  who  will  be  not  less  skillful  than  the  lake  pilot  who  is  in  a  lock 
canal  for  only  an  hour  two  or  three  times  a  month. 

The  estimate  of  the  Board  as  to  the  possible  number  of  lockages  per  day  "'perhaps  not  exceed- 
ing ten  per  lock  or  twenty  per  pair"  is  at  variance  with  American  experience.  As  manj'  as  36 
lockages  have  been  made  at  the  Poe  lock  in  one  day,  passing  93  vessels.  The  estimate  of  lockage 
capacity  given  in  Appendix  L  is  based  on  actual  performance,  which  the  estimate  of  the  Board 
ignores. 

The  want  of  data  concerning  the  Amsterdam  Canal  is  regretted,  for  there  is  some  reason  to 
believe  that  it  might  make  a  more  favorable  showing  as  a  commercial  ship  canal  than  either  the 
Manchester  or  the  Kaiser  Wilhelm  canals,  but  the  general  results  of  the  preceding  discussion 
would  not  be  affected. 

The  experience  at  the  St.  Marys  Falls  Canal  is  particularly  important  in  establishing  the 
capacity  of  a  lock  canal  for  traffic,  because  its  nearest  parallel  in  point  of  magnitude  of  traffic  is 
a  canal  with  no  lock,  viz,  the  Suez  Canal.  The  tonnage  through  the  Suez  Canal  in  1904  was 
13,4:01,835  tons,  Danube  measurement,  or  about  11,500,000  tons  net  register,  since  the  Danube 
measurement  is  16  to  20  per  cent  greater.  This  is  less  than  one-third  the  tonnage  through  the 
St.  Marys  Falls  Canal  in  1905  and  less  than  half  the  tonnage  through  the  Poe  lock  alone.     Taking 


REPORT    OF    BOARD    OF    CONSULTING   ENGINEERS,  PANAMA   CANAL.  87 

iuto  account  the  •short  navigation  season  at  the  St.  IMaiys  Falls  Canal,  the  tonnage  per  month 
durino-  the  navigation  period  of  190.5  was  three  times  as  nuuh  through  the  Poe  lock  alone  as  at 
Suez. 

The  Suez  Canal  is  traversed  almost  exclusively  by  seagoing  ships  making  long  voyages,  and 
therefore  of  large  size.  The  average  measurement  of  the  4.237  vessels  passing  in  1904.  about 
2,700  tons  net  register,  is  more  than  six  times  that  of  the  vessels  passing  through  the  Manchester 
Canal  to  its  terminus  in  19(iO,  and  about  sixteen  times  that  of  the  vessels  passing  through  the 
Kaiser  Wilhelm  Canal  during  the  last  year.  It  is  about  50  per  cent  greater  than  the  average 
tonnage  of  the  vessels  passing  the  St.  Marys  Falls  Canal  during  19(»5,  but  only  10.5  per  cent 
greater  than  the  average  of  those  passing  the  Poe  lock.  The  portion  of  the  tonnage  through  the 
Poe  lock  which  is  carried  in  vessels  equal  to  or  exceeding  the  average  measurement  of  the  ships 
passing  the  Suez  Canal  is  largely  in  excess  of  the  total  tonnage  at  Suez. 

Finally,  the  aggregate  tonnage  passing  all  the  four  foreign  canals  above  mentioned  is  much 
less  than  that  passing  the  St.  Marys  Falls  Canal,  and  is  even  less  than  that  passing  one  only  of 
the  three  locks  in  use  thei-e.  The  average  tonnage  of  the  vessels  in  these  foreign  canals  is  but 
little  more  than  one-fourth  the  average  of  those  passing  the  St.  Marys  Falls  Canal  and  but  little 
more  than  one -sixth  the  average  of  those  passing  the  Poe  lock.  With  these  facts  in  mind  there 
can  be  no  need  of  further  argument  that  this  canal,  although  neither  end  touches  salt  water, 
furnishes  abundant  proof  of  the  suitability  of  a  canal  with  locks  to  serve  a  great  commerce 
carried  in  ships  of  any  size. 

The  duplicate  locks  of  the  Panama  Canal  will  afford  convenient  passage  for  an  annual  net 
registered  tonnage  of  80,000,000,  as  shown  in  more  detail  in  Appendix  L. 

SAFETY  OF  LOCKS  AND  OTHER  STRUCTURES. 

The  most  plausible  arguments  advanced  by  advocates  of  a  sea-level  canal  to  justify  its  greater 
cost  and  the  greater  time  required  to  build  it  are  the  alleged  danger  of  carrying  away  the  lock 
gates  at  either  end  of  the  summit  level  if  a  ship  moving  at  speed  should  strike  them,  and  the  pos- 
sible damage  to  structures  through  malice  or  in  time  of  war. 

An  accident  to  gates,  if  it  occurs,  is  most  likelj-  to  result  from  a  mistake  in  the  engine  I'oom, 
the  engineer  sending  the  vessel  ahead  when  the  pilot  signals  to  back,  and  then  the  pilot,  noticing 
that  the  ship's  speed  is  not  being  reduced  and  not  realizing  that  the  previous  signal  is  not  being 
carried  out,  signals  for  full  power  or  perhaps  signals  so  rapidly  that  he  can  not  be  understood. 
One  or  the  other  of  these  successions  of  events  has  usually  taken  place  when  a  ship  has  run  into 
lock  gates.  The  carrying  away  of  a  lock  gate  occurs  but  rarely,  but  it  has  occurred  three  times 
in  the  Manchester  Canal.     It  has  never  occurred  in  the  St.  ^larys  Falls  Canal. 

In  the  Manchester  Canal  the  gates  at  the  lower  end  of  the  lock  were  struck,  the  upper  gates 
being  open,  the  ship  moving  downstream,  but  in  all  cases  the  operating  force  was  able  to  get  the 
gates  at  the  head  of  the  lock  closed,  or  so  nearly  closed  that  they  came  together  and  held  l>ack 
the  water  in  the  canal.  If  such  an  event  should  occur  at  Panama,  where  the  locks  are  in  dupli- 
cate, traiEc  through  the  injured  lock  would  be  suspended  until  repairs  could  be  made.  With 
duplicate  gates  in  stock  the  repairs  could  probably  be  made  and  traffic  resumed  through  tlie 
injured  lock  withoit  a  prolonged  delay.  In  the  meantime,  trafhc  would  be  continued  through 
the  duplicate  lock,  and  although,  if  the  traffic  were  great,  it  would  be  subject  to  some  incon- 
venience, yet  it  would  be  maintained. 

If,  however,  the  gates  supporting  the  summit  level  should  be  carried  away  and  the  current 
flow  unobstructed  through  the  locks  with  no  means  in  readiness  to  stop  it.  such,  for  example,  as 
a  movable  dam,  the  result  would  be  very  serious  indeed.  It  would  require  many  days  to  lower 
the  level  of  Lake  Gatun  sufficiently  to  render  the  task  of  closing  the  opening  through  the  lock 
easy,  and  in  the  meantime  the  channel  and  the  works  below  the  lock  might  be  seriously  damaged 
and  navigation  suspended  for  weeks  or  months.  The  chances  for  such  a  disa.ster  are  so  small 
that  if  the  Panama  Canal  were  intended  for  commercial  purposes  only,  the  great  additional 
expenditure  required  to  make  it  a  sea-level  canal  would  have  few  advocates,  but  the  possible  need 


gy  REPORT    OF    BOARD   OF   CONSULTING   ENGINEERS,  PANAMA   CANAL. 

of  the  canal  for  the  passage  of  ships  in  time  of  war  strengthens  the  argument  for  a  sea-level 
canal  and  makes  it  necessary  to  consider  with  care  the  chances  of  su'^h  an  event  in  ordinary'  canal 
operation,  the  facilities  for  handling  and  controlling  the  movement  of  ships  which  may  be  used, 
the  precautions  for  safety  which  may  be  introduced  in  the  operation  of  the  locks,  and  the  con- 
structions which  may  1>e  supplied  to  close  off  the  current  should  it  be  set  up. 

We  believe  that  in  no  ship  canal  in  the  world  has  such  a  disaster  occurred  as  that  imagined 
for  the  Panama  Canal.  If  the  accidents  at  the  Manchester  Canal  show  that  gates  may  be 
struck  and  destroyed,  they  also  show  that  disaster  may  be  averted  even  without  special  safeguards. 
Of  all  the  po.ssible  movements  of  a  ship  at  canal  locks  the  one  that  involves  the  most  danger 
of  opening  a  summit  level  is  when  a  ship  bound  down  in  that  level  approaches  a  lock,  but  by 
proper  safeguards  this  can  be  made  very  small.  If  a  gate  is  struck  by  a  ship  upward  bound  the 
water  pressure  on  the  opposite  side  of  the  gate  helps  to  resist  the  blow.  By  the  use  of  two  pairs 
of  gates  at  each  end  of  the  summit  lock  all  danger  of  opening  the  summit  level  by  a  blow  on  the 
downstream  side  of  the  lower  gates  is  eliminated,  as  will  be  shown  a  little  farther  on. 

The  canal  construction  should  provide  long  approach  walls  at  each  end  of  every  lock  or  flight 
of  locks  so  that  lines  can  be  put  out  quickly  and  handled  readily  and  the  ship  held  under  perfect 
control.  For  this  important  purpose  a  long  solid  pier  with  suitable  snubbing  posts  is  vastly 
superior  to  mooring  piles  and  floats,  such  as  are  used  in  some  foreign  canals.  No  canal  in  Europe 
is  adec[uatel_v  provided  in  this  respect,  and  the  apprehensions  of  some  members  of  the  Board  in 
regard  to  the  hazards  of  navigation  through  lock  canals  may  be  due  to  the  fact  that  JtheAv 
experience  has  been  entirely  with  canals  having  this  radical  defect.  With  suitable  approach 
piers  and  with  rules  dulj'  enforced  requiring  ships  to  put  out  lines  on  arriving  at  the  pier  and  to 
reduce  speed  to  two  miles  per  hour  when  moving  along  it,  or  to  stop  altogether  several  hundred 
feet  from  the  lock,  a  great  degree  of  security  can  be  obtained.  Such  approach  piers  are  provided 
in  the  lock  plan  herein  recommended. 

This  plan  also  provides  two  pairs  of  gates  at  the  head  and  two  at  the  foot  of  each  sununit 
lock,  so  that  a  ship  will  always  Hnd  two  pairs  of  gates  shut  against  it. 

If  the  summit  level  is  terminated  by  a  single  lock  and  the  lower  gate  is  struck  bj*  a  ship 
upward  bound,  the  gates  at  the  upper  end  of  the  lock  being  open,  the  lower  pair  of  gates  at 
the  foot  of  the  lock  having  water  pressure  back  of  them  will  alisorb  the  blow,  and  even  if  thej' 
are  wrecked  the  second  pair  of  gates,  some  80  feet  distant,  will  not  be  reached.  The  resistance 
offered  by  the  first  gates  will  almost  surely  stop  the  ship,  and  the  rush  of  the  mass  of  water,  80  feet 
in  length  between  the  two  gates,  will  insure  stoppage  before  it  can  reach  the  second  pair.  If  the 
lower  end  of  the  lock  is  open  and  the  upward-bound  ship  strikes  the  first  pair  of  gates  at  the 
upper  end  of  the  lock  its  motion  will  be  stopped  b_y  these  gates,  the  miter  wall,  and  the  water, 
and  the  second  pair  of  gates  will  be  left  intact.  We  believe,  therefore,  that,  by  the  use  of  dupli- 
cate or  safety  gates  at  each  end  of  the  summit  lock,  all  danger  of  opening  the  sununit  level  by  an 
upward-bound  ship  will  be  eliminated. 

If  a  downward-bound  ship  is  approaching  the  gates  from  the  summit  level  it  will  find  at  least 
two  pairs  of  gates  closed  against  it,  of  which  the  first  will  be  sustaining  no  water  pressure  to 
weaken  the  strength  available  to  stop  the  ship.  While  this  case  does  not  afford  the  absolute 
security  shown  in  the  case  of  ships  moving  upstream,  the  possibility  that  the  ship  will  .so  com- 
pletely wreck  the  first  pair  of  gates  as  to  continue  its  course  to  the  second  and  seriously  harm  it 
is  extremely  small.  A  large  lock  gate  is  a  massive  structure,  not  easily  wrecked.  The  gates  of 
the  Poe  lock  have  been  struck  three  times  and  injured  more  or  less,  but  the}'  continued  to  support 
the  summit  level. 

The  provision  of  duplicate  gates  at  each  end  of  a  lock  herein  adopted  is  an  unusual  precaution. 
It  has  been  recently  adopted  in  part  at  the  St.  Marys  Falls  Canal,  where  duplicate  gates  are  now 
operated  regularly  at  the  lower  end  of  the  Poe  lock,  but  the  upper  end  is  not  similarly  protected. 
In  the  additional  lock  now  projected  at  that  canal  safety  gates  are  to  be  provided  at  each  end. 
The  approach  piers,  the  extent  of  which  greatly  affect  the  safety  of  a  lock,  are  excellent  at  the 
St.  Marys  Falls  Canal  and  far  l)etter  than  at  any  other  ship  canal,  and  doubtless  have  contributed 
to  the  remarkable  record  of  immunit}-  from  serious  accidents. 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL.  89 

This  canal  has  now  been  in  operation  a  little  more  than  tifty  years  and  a  traffic  aggregating- 
about  360.000,00<;)  tons  net  register  has  passed  through  it.  with  no  accidents  seriously  obstructing 
navigation.  It  is  the  best  example  existing  not  only  of  the  capacit}'  of  a  lock  canal  for  a  great 
traffic  but  of  the  safety  with  which  this  traffic  can  be  handled  with  suitable  equipment. 

In  view  of  these  facts  relating  to  the  operation  of  canals  not  as  well  provided  with  safety 
appliances  as  proposed  for  the  Panama  Canal  it  appears  fanciful  to  enlarge  on  the  dangers  of  a 
lock  system;  but  even  the  small  risk  which  a  lively  imagination  might  still  assign  to  a  lock  canal 
can  be  substantially  diminished,  since  it  is  not  impracticable  to  stop  the  flow  from  a  summit  level, 
if  once  set  up.  Several  devices  have  been  built  to  control  the  flow  of  water  from  the  summit 
level  in  case  lock  gates  should  be  carried  away.  More  than  forty  years  ago  a  pair  of  gates  pro- 
vided with  powerfiil  brakes  to  check  their  movement  while  closing  in  a  current  was  placed  about 
3,000  feet  above  the  locks  in  the  St.  Marys  Falls  Canal.  The  gates  were  removed  about  fifteen 
years  later  when  the  canal  was  deepened,  before  any  occasion  had  arisen  to  use  them  for  the  pur- 
pose intended.  When  the  channel  was  deepened  a  construction  was  adopted  consisting  of  a  series 
of  wickets,  each  so  small  that  its  movement  could  be  controlled  l)V  machinery  of  moderate  power. 
The  wickets  were  carried  by  a  swing  bridge,  and  when  not  in  use  the  bridge  was  open  and  the 
wickets  were  then  on  land,  where  they  could  be  inspected  and  repaired.  The  canal  force  was 
trained  regularly  in  the  handling  of  this  device  so  that  they  might  work  efficiently  in  case  of 
actual  need.  For  such  experimental  practice  the  same  procedure  was  followed  as  in  a  real  emer- 
gency, viz,  the  bridge  was  swung  across  the  canal  and  the  wickets  lowered  one  by  one,  their 
lower  ends  resting  against  a  sill  at  the  bottom  of  the  canal,  the  upper  ends  supported  by  the 
bridge.  After  about  eighteen  years  the  canal  was  again  deepened  and  the  device  removed  before 
anj'  accident  requiring  its  use  had  occurred.  A  modified  form  of  the  device  was  built  at  the 
Canadian  canal  at  the  St.  Marys  Falls  about  ten  years  ago,  but  is  yet  untried,  and  another  is 
about  to  be  supplied  for  the  American  canal.  The  problem  of  working  out  a  satisfactoiy  device 
for  this  purpose  in  the  deeper  channel  of  the  Panama  Canal  is  a  difficult  one,  but  no  doubt  is 
entertained  that  a  solution  can  be  made.  For  such  appliances  the  sum  of  $2,000,000  is  included 
in  the  estimate  of  cost. 

A  lock  may  suffer  other  injuries,  and  will  require  repairs,  during  which  navigation  through  it 
may  be  interrupted.  For  this  reason,  principally,  duplicate  locks  are  provided,  so  that  if  one  is 
under  repair  navigation  may  continue  uninterrupted  through  the  other.  It  is  seldom  that  a  lock 
is  put  out  of  use,  and  the  simultaneous  disabling  of  two  would  be  very  unlikeh'.  A  brief  sum- 
mary of  fifty  years'  experience  at  the  St.  ^larys  Falls  Canal  is  given  in  Appendix  S. 

The  canal  structures  most  exposed  to  injury  through  malice  or  in  time  of  war  are  the  locks 
and  wasteways.  In  the  sea-level  canal  there  would  be  three  such  points — the  tide  lock  at  Ancon, 
the  sluices  at  the  (jamboa  dam.  and  those  between  Ancon  and  Pedro  Miguel,  the  last  named  being 
of  small  importance.  Tiiere  will  be  five  in  the  lock  canal  herein  advocated — the  locks  at  Gatun, 
Pedro  Miguel,  and  Sosa.  the  sluices  at  the  Gatun  dam,  and  the  sluices  or  wasteway  in  the  Ancon- 
Sosa  saddle.  The  latter  is  so  small  and  may  be  so  securely  founded  on  rock  but  little  below  the 
level  of  the  canal  that  no  possible  injury  to  the  structure  would  interfere  seriously  with  naviga- 
tion. The  Ancon  lock  of  the  sea-level  canal  and  the  Sosa  locks  of  the  summit-level  canal  are 
ecjually  exposed  to  attack  by  a  naval  force. 

While  it  is  conceivable  that  a  malicious  person  or  a  crank  n'light  carry  enough  concealed 
high  explosive  to  injure  a  lock  gate  or  a  sluice,  experience  of  many  years  of  perfect  immunity 
in  all  the  ship  canals  shows  that  this  is  not  a  real  danger.  The  onl}-  disaster  to  be  seriously  con- 
sidei'ed  is  one  that  might  be  inflicted  by  a  hostile  force  in  time  of  war.  If  the  enemy  had  control 
of  the  coast,  or  occupied  territory  inland  in  the  vicinity  of  the  canal,  enough  high  explosive  could 
be  carried  through  the  tropical  jungle  by  a  small  force  to  destroy  any  of  the  lock  gates  or  sluice- 
ways, or  to  sink  a  ship.  In  order  to  open  the  summit  level  efl'ectively  and  cause  a  suspension  of 
navigation  for  a  long  time  it  would  not  only  be  necessary  to  destroy  two  pairs  of  gates,  but  also 
the  device  already  referred  to  for  closing  the  channel  in  a  current.  So  large  a  force  and  so  much 
time  would  be  required  to  do  all  this  that  it  could  be  effected  only  by  a  force  superior  to  the 
S.  Doc.  231,  59-1 15 


90  REPORT    OF    BOARD    OF    CONSUXTING    ENGINEERS,  PANAMA    CANAL. 

strong  giiaid  which  in  time  of  war  would  certainly  be  .stationed  at  every  important  canal 
.structure. 

It  ha.s  heen  suggested  that  a  veissel  carrying  a  large  quantity  of  concealed  dynamite  could  be 
exploded  in  a  lock  and  wreck  not  only  the  gates  but  the  masonry.  While  the  execution  of  such 
a  plan  is  extreinel_v  improbaljle,  there  are  three  places  where  it  might  l)e  attempted  in  a  .summit- 
level  canal  and  one  in  a  sea-level  canal.  In  either  case  the  duplicate  system  of  locks  would 
reduce  the  hazard  very  much. 

But  it  nmst  be  remembered  that  it  is  easily  possible  to  block  a  sea-level  canal  by  the  sinking 
of  a  vessel  in  its  channel,  either  by  design  or  by  accident,  such  an  accident,  for  instance,  as  that 
which  caused  the  steamship  C'ludham  to  absolutely  block  the  Suez  Canal  and  suspend  all  traffic 
through  it  for  a  period  of  nine  days,  from  September  27  to  October  6,  1905. 

This  accident  occurred  in  time  of  peace  in  a  sea-level  canal,  thirty-six  years  after  its  comple- 
tion. During  the  period  of  fifty  years  since  it  was  built  there  has  been  no  such  protracted 
interruption  to  traffic  in  the  lock  canal  connecting  Lake  Superior  with  the  lower  lakes,  and  the 
dela}'s  in  the  channels  away  from  the  locks  have  constituted  the  most  .serious  interruption  to 
traffic  on  that  waterwa3\ 

It  is  therefore  evident  that  the  structures  are  not  the  oidy  \ulnerable  points  in  a  waterway 
across  the  Isthmus.  The  locks  and  wasteways  could  be  much  more  readily  guarded  than  the 
whole  length  of  the  canal.  At  almost  any  point  on  the  .sea-level  canal  the  attempt  might  be  made 
to  explode  dynamite  under  a  passing  ship,  which,  if  successful,  would  close  the  narrow  channel 
effectiveh'.  There  are  many  places  on  the  route  where  this  could  be  done  moi'e  .safely  to  the 
hostile  party  than  at  the  locks.  To  this  danger  ships  would  be  much  more  liable  in  the  narrow 
channel  of  the  .sea-level  (^anal  than  in  the  broad  waterway  of  which  the  lock  canal  uiainly  con.sists. 

We  believe  that  unless  the  canal  were  declared  neutral  by  general  agreement  among  civil- 
ized nations  the  maintenance  of  navigation  through  it  in  time  of  war  and  with  an  acti\'e  ho.stile 
force  in  the  viciaity  would  be  difficult;  but  the  danger  under  this  condition  does  not  differ 
greatly  whether  the  canal  be  a  sea-level  or  a  lock  canal. 

Pos.sible  injury  by  earthquakes  to  a  canal  across  the  Isthmus  has  received  nmch  discussion 
and  much  has  been  made  of  it  by  opponents  of  any  canal.  It  was  treated  fully  and  fairly  bj'  the 
first  Isthmian  Canal  Commission,  and  the  following  opinion  expressed,  which  is  entirely  appli- 
cable to  the  lock  canal  herein  advocated,  and  in  which  we  concur: 

The  wdrks  of  the  canal  will  nearly  all  of  them  be  underground.  Even  the  dams  are  low  compared  with  the 
g  3neral  surface  of  the  country,  and,  with  their  broad  and  massive  foundations,  may  Ije  said  to  form  part  of  the  ground 
itself,  as  they  are  intended  to  do.  The  locks  will  all  be  founded  on  rock.  It  does  not  seem  probable  that  works  of 
this  kind  are  in  any  serious  danger  of  destruction  by  earthquakes  in  a  country  where  lofty  churches  of  masonry  have 
escaped  with  a  few  minor  injuries. 

A  large  number  of  engineers  on  both  continents,  including  four  members  of  this  Hoard,  have 
in  previous  years  concurred  in  reconnnending  lock  canals  as  feasible  and  adequate  waterways 
across  the  Isthmus.  While  the  ships  to  be  provided  for  in  the  present  projects  are  larger,  the 
increase  is  not  so  radical  as  to  make  the  forms  of  construction  which  were  feasible  and  adequate 
for  the  ships  then  contemplated  ''altogether  beyond  the  limit  of  prudent  design  for  safe  oper- 
ation "  and  without  "reasonable  assurance  of  safe  anil  uninterrupted  navigation"  for  the  ships 
now  under  consideration,  as  asserted  by  the  Board. 

RELATIVE  SAFETY  OF  SHIPS  IN  THE  TWO  TYPES  OF  CANAL. 

The  comparison  between  the  two  projects  must  relate  principally  to  conditions  at  the  locks 
in  the  summit-level  canal  and  in  the  narrow  channel  of  which  the  .sea-level  canal  mainly  consists. 
While  there  will  be  a  short  section  of  channel  onl^'  "iOO  feet  wide  in  the  summit-level  canal  it  will 
be  so  short  that  it  will  not  affect  in  an  important  degree  any  conclusions  that  may  be  drawn  if  it 
be  neglected;  and  similarly,  while  there  is  to  be  one  lock  in  the  sea-level  canal  there  are  six  in 
the  summit-level  project,  and  the  tidal  lock  of  the  former  may  be  neglected  in  this  connection. 

A  lock  is  a  short  section  of  canal,  with  vertical  sides,  in  which  ships  are  moved  at  a  low 
speed  and  under  perfect  (control.     A  ship  is  in  much  less  danger  of  injury  in  a  canal  lock  than 


REPORT    OF    BOARD   OF    CONSULTING    ENGINEERS,  PANAMA    CANAL.  91 

when  landino'  at  a  pier  in  the  most  favorable  conditions  with  no  wind  or  current.  Experience  at 
the  St.  Marys  Falls  Canal,  where  no  vessel  has  been  seriously  injured  in  a  lock  duringf  fifty  years 
of  continuous  use.  should  be  conclusive  on  this  point.  Danger  to  ships  in  a  canal  is  not  at  the 
locks,  where  they  are  moving  slowly  and  under  control,  but  in  the  excavated  channels  elsewhere 
through  whicli  they  pass  at  speed,  and  where,  if  the  width  is  insufficient,  groundings  are  likely 
to  happen,  and  if  the  sides  are  rocky  and  rough,  serious  injury  to  the  ship  will  probably  result. 

What  has  been  said  above  as  to  the  relative  danger  to  ships  in  locks  and  in  narrow  channels 
is  equally  true  in  regard  to  delays.  From  the  records  of  the  Suez  Canal  there  was  obtained  for 
the  first  Isthmian  Canal  Commission  a  statement  showing  delays  to  traffic  from  ships  ground- 
ing during  a  period  of  eight  months,  from  January  to  August,  1899,  inclusive.  No  delay  of  less 
than  six  hours  was  included.  Groundings  of  more  than  six  hours  were  15  in  number,  the 
aggregate  delays  to  the  grounded  ships  being  292  hours  29  minutes.  In  14  of  the  15  cases  the 
channel  was  blocked  so  that  other  ships  could  not  pass,  the  total  time  during  which  the  canal  was 
blocked  being  185  hours  4t!  minutes.  In  Appendix  S  is  given  a  record  of  delays  in  the  locks 
of  the  St.  Marys  Falls  Canal.  This  is  complete  for  the  two  locks  now  in  operation  in  the  United 
States  canal  since  they  were  opened  to  navigation. 

With  duplicate  locks,  as  proposed  for  the  Panama  Canal,  navigation  would  seldom  be 
delayed  at  the  locks,  as  it  would  be  extremely  improbable  that  both  of  them  would  be  out  of  use 
at  the  same  time.  In  the  same  appendix  information  is  also  given  respecting  delays  to  navigation 
in  the  excavated  channels  of  the  St.  Marys  and  St.  Clair  rivers.  These  channels  are  much  wider 
than  the  sea-level  canal  would  be,  yet  they  have  been  blocked  on  several  occasions.  Only  a  small 
part  of  the  loss  to  navigation  was  borne  by  the  vessels  causing  the  blockade.  In  one  instsmce, 
when  the  blockade  continued  for  five  days,  332  vessels  were  delayed,  and  the  loss  to  navigation 
anjountcd  to  a  large  sum,  estimated  to  he  $6<K),000.  The  loss  in  such  a  case  increases  very  rap- 
idly with  the  density  of  the  traffic.  In  comparing  the  two  projects  it  must  be  kept  in  mind  that 
the  broad  channels  and  duplicate  locks  make  a  blockade  almost  impossible  on  the  summit-level 
canal,  while  the  narrow  waterway  of  the  sea-level  canal  is  far  more  liable  to  interruption. 

If  the  sea-level  canal  should  be  built  as  now  planned  it  would  serve  onl}'  a  temporary  pur- 
pose; a  strong  demand  would  arise  within  a  few  years  for  a  broader  and  safer  channel.  This 
demand,  we  believe,  would  be  made  much  sooner  tiian  any  demand  for  a  material  change  in  the 
summit-level  canal  built  as  herein  recommended. 

It  is  not  intended  in  this  discussion  of  the  relative  safety  of  and  delays  to  ships  in  the  two 
canals  to  give  an  impression  that  ships  will  be  subjected  to  a  high  degi-ee  of  hazard  or  delay  in 
either,  but  to  show  that  the  sunuuit-level  canal  is  superior  in  both  respects.  The  sea-level  cana! 
could  be  made  equal  to  or  better  than  the  other  bj-  widening  the  channels  a  sufficient  amount, 
but  the  cost  of  this  would  be  very  gi'eat. 

LANB  DAMAGES. 

The  extensive  lakes  proposed  in  the  plans  of  both  the  lock  and  sea-level  canals  will  Hood 
large  areas  of  land,  a  part  of  which  is  not  owned  by  the  United  States.  The  total  area  of  lakes 
in  the  lock-canal  plan  is  118  square  miles,  and  in  the  sea-level  canal  plan  44.  ti  square  miles.  The 
United  States  owns  large  areas  of  land  in  the  Canal  Zone  formerly  owned  as  follows: 

Square  miles. 

By  the  Panama  Canal  Company 52. 11 

By  the  Panama  Railroad 55.  25 

By  the  Republic  of  Panama 188.  91 

Total 296. 27 

Total  area  of  the  Canal  Zone 435. 50 

Private  ownership  within  the  Canal  Zone 139.  23 

In  addition  to  the  land  owned  bj'  the  United  States  in  the  Canal  Zone  there  are.  outside  of 
the  Zone,  Panama  Railroad  lands  having  an  area  of  12.87  square  miles. 

Of  the  118  scjuare  miles  of  lake  surface  in  the  lock-canal  project  58  square  miles  within  the 
Canal  Zone  are  owned  by  the  United  States,  leaving  32  square  miles,  or  20,480  acres,  of  private 


92  REPORT    OF    BOAED   OF    CONSULTING   ENGINEERS,  PANAMA   CANAL,. 

ownership  in  the  Zone,  and  28  square  miles,  or  17,92ti  acres,  of  land  belonging-  to  the  Republic  of 
Panama  or  to  private  owners  outside  of  the  Zone. 

There  are  statistics  which  show  that  the  land  purchased  liy  the  Panama  Canal  Company  dur- 
ing the  early  part  of  the  work  and  subsequently  transferred  to  the  United  States,  as  al)ove  stated, 
cost  the  company  an  average  price  of  $9. '20  per  acre  in  silver,  equivalent  at  the  time  of  purchase 
to  $7.70  per  acre  in  gold.  In  ascertaining  this  price  per  acre  the  Administration  Building,  situ- 
ated in  the  central  portion  of  the  city  of  Panama,  and  the  land  on  which  it  stands,  were  excluded, 
but  all  other  lands  and  buildings  were  included. 

The  land  which  was  purchased  was  located  for  the  most  part  along  the  line  of  the  canal  and 
in  the  vicinity  of  the  Panama  Railroad,  while  the  land  to  be  flooded  l)y  the  lakes  and  not  now 
owned  by  the  United  States  is  located  for  the  most  part  at  a  considerable  distance  from  the  rail- 
road. Such  land  is  accessible  only  on  or  near  rivers  which  are  navigable  b3'  canoes,  because 
there  are  no  roads  on  the  Isthmus,  and  the  inaccessible  land  is  practically  worthless  jungle. 
Along  the  rivers  there  are  in  places  banana  lands  which  have  been  cleared  and  are  estimated  to 
have  a  value  of  at  least  $50  per  acre. 

We  have  not  sufficient  information  for  making  a  close  estimate  of  the  value  of  the  lands  to 
])e  flooded.  The  accessible  lands  are  probably  worth  more  at  the  present  time  than  when  the 
purchases  were  made  bv  the  canal  company;  but,  on  the  other  hand,  most  of  the  land- required  is 
inaccessible  and  nearly  worthless,  and  it  is  probable  that  much  of  the  land  outside  of  the  Canal 
Zone  belongs  to  the  Republic  of  Panama,  which  has  by  treaty  granted  to  the  United  States  the 
right  to  use  it  where  needed  for  the  purposes  of  the  canal.  An  approximate  estimate  may  there- 
fore be  based  on  the  price  per  acre  paid  by  the  canal  company  for  the  whole  area  it  acquired,  and 
such  an  estimate  would  be  38,400  acres  at  $7. 70  pei-  acre,  making  the  total  cost  $295,680.  or,  in 
round  numbers,  $300,000.  While  the  actual  cost  is  likely  to  exceed  this  somewhat,  no  better 
data  for  an  estimate  exist.  It  -would  be  neither  good  judgment  of  values  nor  to  the  interests  of 
the  United  States  to  submit  an  extravagant  figure. 

RELOCATION  OF  THE  PANAMA  RAILROAD. 

Any  plan  for  the  canal  requires  the  relocation  of  some  portion  of  the  Panama  Railroad. 
The  Isthmian  Canal  Commission  of  1899-1901  made  a  plan  and  estimate  for  the  relocation  of  the 
railroad  from  Bohio  to  Pedro  Miguel,  and  these  have  been  adopted  for  this  report.  In  addition 
it  is  necessary  in  connection  with  the  plan  herein  presented  to  provide  for  the  relocation  of  the 
i-ailroad  from  a  point  between  Mindi  and  Gatun  to  Bohio,  and  from  Pedro  Miguel  to  Panama. 

Between  iSlindi  and  Gatun  recent  surveys  show  that  the  work  will  not  be  particularly  heavy 
or  expensive.  Between  Gatun  and  Bohio  no  recent  or  complete  surveys  are  available,  but  the 
information  at  hand  is  suflicient  to  show  that  a  reasonably  direct  line  crossing  the  lake  and  tak- 
ing advantage  of  the  support  aflorded  by  the  high  lands  along  the  route  is  preferable  to  one 
going  around  the  lake.  There  will  be  some  heavy  work  along  this  line  at  the  crossing  of  the 
Gatun  and  other  valleys,  the  maximum  height  of  embankment  being  about  80  feet,  which  is  not 
unusual  in  railroad  construction. 

From  Pedro  Miguel  toward  Panama  the  railroad  may  be  located  without  special  diificulty 
around  the  margin  of  Sosa  Lake  until  the  northerly  end  of  the  Aneon-Corozal  dam  is  reached,  and 
it  can  then  run  along  this  dam,  which  furnishes  a  nearly  direct  route  to  Panama. 

For  the  ten  miles  of  relocation  required  between  Mindi  and  Bohio,  $2,000,000  have  been 
included  in  the  estimate,  and  for  the  six  miles  between  Pedro  Miguel  and  Panama,  $400,000  have 
been  so  included.  The  estimate  of  the  Isthmian  Canal  Commission  of  1899-1901  for  24.5  miles 
from  Bohio  to  Pedro  Miguel  is,  in  round  nundjers,  $1,300,000,  making  the  total  <>stimated  cost  of 
the  relocation  of  the  railroad  $3,700,000. 


REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL. 


93 


ESTIMATED  COST  FOR  PROJECT  RECOMMENDED. 

An  abstract  of  the  estimated  cost  of  the  canal  with  suiimiit  level  at  elevation  So,  using-  the  unit 
prices  adopted  by  the  Board,  is  as  follows,  full  details  being  presented  in  Appendix  T: 


Breakwaters  in  Limon  Bay 

Channel  in  Limon  Bay 

Limon  Bay  to  Gatun  loclis 

Gatun  locks,  including  excavation  and  back  filling 

Approach  walls  to  Gatun  locks - 

Gatun  dam  and  spillway 

Gatun  to  Obispo 

Obispo  to  Pedro  Miguel 

Pedro  Miguel  locks,  including  excavation  and  back  tilling  . 

Approach  walls  to  Pedro  Miguel  locks 

Pedro  Miguel  to  Sosa  locks 

Sosa  locks,  including  excavation  and  back  filling 

Approach  walls  to  Sosa  locks 

Sosa  locks  to  deep  water  in  Panama  Bay 

La  Boca  dam 

Ancon-Sosa  and  Ancon-Corozal  dams 

Diversion  channels  between  Obispo  and  Pedro  Miguel 

Diversion  channel  and  regulating  works  at  Ancon 

Diversion  of  Panama  Railroad 

Movable  dams  at  ends  of  summit  level 

Land  damages 


23.  .51 

S.13 


Administration,  engineering,  and  contingencies,  but  not  including  inter- 
est during  construction,  sanitation,  or  expenses  of  Zone  government.. 


Total  estimated  cost  . 


$5,300,000 

1,245,000 

3,921,000 

15, 691, 000 

500,000 

7,788,000 

5,005,000 

43, 337, 000 

6,988,000 

300, 000 

420, 000 

13,092,000 

450,000 

1,939,000 

1,67.5,000 

1,645,000 

850,000 

275,000 

3, 700, 000 

2, 000, 000 

300,000 


116,421,000 
23, 284, 200 


Neither  the  foregoino-  estimate  nor  that  for  the  ,sea-level  canal  contains  an  allowance  for  the 
fortification  of  the  route. 

The  total  amount  of  excavation  from  the  canal  prism  is  95. 955, 0(H)  cubic  yards,  of  which 
53,7(35,00(1  cu})ic  yards  are  from  the  Culebra  cut.  The  cross  sections  of  the  canal  used  in  com- 
puting excavation  are  shown  on  Plate  X. 

An  allowance  of  20  per  cent  for  administration,  engineering,  and  contingencies  is  provided, 
as  in  the  Board's  estimate  for  the  sea-level  canal.  In  the  estimates  of  the  Isthmian  Canal  Com- 
mission of  1899-1901  the  same  allowance  was  maile,  but  this  allowance  was  to  cover  somewhat 
different  items.  The  allowance  in  the  present  estimates  .does  not  cover  sanitation  and  Zone 
government,  which  were  included  in  the  allowance  in  the  former  estimate,  but  does  include 
another  item  which  may  prove  to  be  a  large  one,  viz,  revetments  of  the  sides  of  the  canal  in  the 
Culebra  cut. 

In  the  project  of  the  Commission  of  1.S99-1901  the  concrete  retaining  wall  was  to  extend 
the  entire  length  of  the  narrow  section  through  the  Culebra  cut,  which,  in  the  plans  of  that 
Commission,  was  7.91  miles,  and  was  estimated  to  cost,  exclusive  of  the  20  per  cent  allowance, 
$9,619,304.  It  is  now  believed  that  for  a  large  part  of  the  di.stance  through  the  Culebra  cut  the 
rock  sides  will  be  .sound  enough  to  stand  vertical  and  remain  smooth  if  properly  formed  b\'  chan- 
neling machines,  and  where  tiiis  is  the  case  a  revetment  will  not  he  required,  while  for  the 
remaining  distance  some  form  of  revetment  will  be  neces.sary;  it  is  ai.so  believed  that  the  extent 
and  best  form  of  revetment  can  only  lie  determined  by  a  study  of  the  materials  actually  .seen  in 
place  as  the  excavation  proceeds,  and  that  items  of  this  character  are  appropriately  considered  as 
contingencies.  It  should  be  pointed  out  that  the  cost  of  revetment  on  the  .sea-level  canal  would 
be  greater  than  for  the  summit-level  canal  by  the  reason  of  the  greater  length  of  narrow  section  in 
the  former.  In  the  plan  for  a  summit-level  canal  the  length  of  the  narrow  section  is  reduced  to 
■4.70  miles  by  widening  to  3(t0  feet  at  each  end,  while  in  the  sea-level  canal  there  would  be  19.47 
miles  of  channel  200  feet  wide  excavated  partly  or  wholly  in  rock. 


94  KEPORT    OP    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA   CANAL. 

COST  OF  MAINTENANCE  AND  OPERATION. 

Ill  a  coiuparison  of  the  cost  of  maintenance  and  operation  of  a  lock  and  of  a  sea-level  canal 
there  is  in  the  case  of  the  lock  canal  the  additional  cost  of  the  force  for  operating  the  greater 
number  of  locks,  and  in  the  sea-level  canal  the  extra  cost  of  the  force  which  must  be  kept  at  the 
meeting  places  where  ships  are  moored,  and  of  dredging  the  canal  and  diversion  channels  to 
maintain  their  depths. 

The  lock  canal  will  have  locks  at  three  places,  each  of  which  will  require  a  force  of  attendants, 
while  the  sea-level  canal  will  have  only  one  such  place.  On  the  other  hand,  there  will  be  no 
specially  prepared  meeting  places  for  ships  on  the  lock  canal  except  at  the  locks,  while  on  the 
sea-level  canal  seven  such  places  will  be  required,  assuming  them  to  be  Hve  miles  apart,  and  the 
force  required  to  attend  to  ships  mooring  at  these  places  will  to  a  considerable  extent  offset 
the  extra  force  required  at  the  locks  of  the  lock  canal.  To  maintain  the  depth  and  size  of  the  it' 
miles  of  sea-level  canal  between  shore  lines,  and  of  the  still  greater  length  of  diversion  channels, 
will  entail  a  greater  annual  expense,  as  the  canal  and  channels  are  designed  to  receive  directly 
the  silt  of  all  tributary  streams  on  which  dams  are  not  to  be  built.  The  lock  canal  will  cost  vei"y 
little  for  the  maintenance  of  its  channels  between  shore  lines,  because  nearl}-  all  the  streams 
empty  into  lakes  where  the  silt  will  settle  far  from  the  canal.  Any  dredging  required  to  main- 
tain harbor  channels  will  be  common  to  both  plans. 

This  brief  analysis  indicates  that  the  sea-level  canal  will  cost  no  less  for  maintenance  and 
operation  than  the  lock  canal,  and  this  view  is  supported  b\-  estimates  given  below  in  detail  of 
cost  of  maintenance  and  operation  of  the  two  types  of  canals. 

In  connection  with  former  projects  two  methods  have  been  used  for  estimating  the  cost  of 
maintenance  and  operation.  The  first  in  point  of  time  was  that  developed  by  the  French  com- 
pany, based  on  experience  at  the  Suez  Canal,  but  modified  to  meet  the  conditions  at  Panama;  the 
second  was  that  on  which  the  estimate  of  the  first  Isthmian  Canal  Commission  was  based. 

The  estimate  of  the  Fi'ench  company  included  allowances  for  (1)  central  administration  in 
Paris,  which  it  is  here  assumed  would  be  the  same  for  central  administration  in  the  United  States; 
(2)  general  expenses  for  meetings,  printing,  etc.;  (3)  hospital  expenses;  (4)  administration  on  the 
Isthmus,  including  salaries,  office  and  traveling  expenses,  pilotage,  and  all  other  expenses  of 
operation  incurred  on  the  Isthmus,  and  (5)  maintenance,  taken  at  seven-tenths  of  one  per  cent 
of  cost  of  excavation,  one  per  cent  of  cost  of  masonry,  five  per  cent  of  cost  of  gates  and  other 
mechanical  structures,  and  one  per  cent  of  cost  of  dam.  diversion  channels,  etc.  The  foregoing 
items  are  carried  into  the  present  estimate  without  change. 

The  French  estimate  contained  allowances  for  taxes,  agency  at  Bogota,  etc.,  not  required 
with  United  States  ownership  and  not  included  in  the  present  estimate,  but  did  not  provide  for 
maintenance  of  breakwaters,  for  which  one-half  of  one  per  cent  of  cost  is  now  taken;  for  main- 
tenance of  approach  walls  to  locks,  for  which  two  per  cent  of  cost  is  now  taken,  or  for  the  govern- 
ment of  the  Canal  Zone,  for  which  the  cost  as  estimated  by  the  first  Isthmian  Canal  Commission 
is  now  taken. 

The  estimate  of  the  first  Isthmian  Canal  Commission  was  arrived  at  by  outlining  an  organi- 
zation for  the  government  of  the  Zone  and  the  maintenance  and  operation  of  the  canal,  together 
with  an  allowance  for  general  expenses  in  the  United  States.  The  details  are  given  in  Senate 
Document  No.  253,  part  2,  Fifty -seventh  Congress,  first  session,  pages  693  to  698,  inclusive. 
The  allowances  made  in  that  estimate  are  accepted  here  except  as  changes  are  required  on  account 
of  greater  or  less  number  of  locks  and  passing  places  and  greater  or  less  magnitude  of  the  work 
to  be  maintained.  The  allowances  for  maintenance  of  excavation,  dams,  breakwaters,  and  all 
'.•onstructions  except  unisoiiry  and  metiiUic  structures,  were  made  from  an  estimate  of  the  cost  of 
maintaining  and  operating  an  adequate  dredging  plant  and  repair  force,  while  other  items  were 
provided  for  by  percentages  on  cost,  as  follows:  Masonry,  one-half  of  one  per  cent;  lock  gates, 
sluices,  machinery,  etc.,  seven  and  one-half  per  cent. 

These  two  methods  are  the  best  thus  far  proposed,  and  the  results  of  tioth  will  be  compared. 
The  amounts  will  tirst  be  given  for  the  summit-level  canal  herein  recommended. 


REPORT    OF    BOARD   OF    CONSULTING   ENGINKERS,  PANAMA   CANAL.  95 

Eslimaled  annual  cost  of  maintenance  and  operation  of  ttie  canal  with  summit  level  at  elevation  So. 

I.  By  the  method  adopted  by  the  French  company: 

Central  administration  in  the  United  States SUO,  000 

Government  of  the  Canal  Zone 348, 480 

General  meetings,  printing,  etc 40,  000 

Hospitals 40, 000 

Administration  on  the  Isthmus  ri4.S,  00(1 

Maintenance — 

j'j  per  cent  cost  of  excavation $450, 055 

1  per  cent  cost  of  masonry 325,  845 

5  per  cent  cost  of  gates,  etc  _ 402, 150 

1  per  cent  cost  of  dams,  diversion  channels,  etc 121,  212 

i  per  cent  cost  of  breakwater  31, 800 

2  per  cent  cost  of  approach  walls  to  locks 30, 000 

l,3tjl,062 

Total 2, 472, 542 

II.  By  the  method  used  by  the  Isthmian  Canal  Commission  of  1899-1901 : 

General  expenses  in  the  United  States 100, 000 

Governor's  department 39,  300 

Engineer  department 1,  053, 697 

Transit  department 351, 340 

Medical  department 104, 860 

Finance  department 27,  300 

Law  department 15, 300 

Police  department 251, 100 

1,942,897 
Add  20  per  cent . .       388, 579 

Total 2,  331 ,  476 

Mean  of  the  two  estimates,  $2,400,000. 

For  the  sea-level  canal  there  would  he  no  cbanjre  in  the  method  of  the  French  company 
except  in  maintenance,  where  the  same  rates  would  apply  as  in  the  preceding  case.  In  applying 
the  methocTot'  the  first  Isthmian  Canal  Conuuission  no  changes  would  be  made  excepting  in  the 
engineer  and  transit  departments.  It  seems  probal)le  that  in  the  narrow  sea-level  canal,  with  a 
depth  nowhere  exceeding  40  feet,  the  annual  cost  of  dredging  would  be  at  least  twice  as  much  as 
in  the  lock  canal,  where  only  about  15  per  cent  of  the  length  is  less  than  30(»  feet  wide  and  more 
than  80  per  cent  is  45  feet  or  more  in  depth.  In  the  transit  department  the  cost  will  be 
changed  bj-  reducing  the  number  of  lock  attendants:  but  there  must  be.  as  at  the  Suez  Canal, 
attendants  at  each  of  the  passing  places.      With  these  changes  the  following  results  are  obtained: 

Estimated  aniiital  cost  of  maintenance  and  operation  of  the  sea-level  canal. 

I.   By  the  method  adopted  by  the  French  company: 

Central  administration  in  the  United  States $140,  000 

Government  of  the  Canal  Zone 348,  480 

General  meetings,  printing,  etc 40, 000 

Hospitals 40,  000 

Administration  on  the  Isthmus 543,  000 

Maintenance — 

y\r  per  cent  cost  of  excavation $1, 512,  000 

1  per  cent  cost  of  masonry 72,  869 

5  per  cent  cost  of  gates,  etc 66,  600 

1  per  cent  cost  of  dams,  etc  63, 358 

J  per  cent  cost  of  breakwaters 30, 000 

2  per  cent  cost  of  approach  walls  to  locks 19,  080 

1,763,907 

Total 2, 875, 387 


96  REPORT    OF    BOARD    OF    CONSULTING    ENGINEERS,  PANAMA   CANAL. 

II.  By  the  method  used  bj-  the  Isthmian  Canal  Commission  of  1899-1901 : 

General  expenses  in  the  I'nited  States $100, 000 

Governor's  department 39,  300 

Engineer  department ^o'2,  932 

Transit  department 343,  060 

Medical  department 104, 860 

Finance  department 27, 300 

Law  department lo,  300 

Police  department 251, 100 

1,538,852 
Add  20  per  cent 306, 770 

Total 1,840,622 

Mean  of  the  two  estimates,  $2,360,000. 

The  large  di.serepanoy  between  the  two  estimates  is  due  principally  to  difference  in  the  esti- 
mated cost  of  maintaining-  an  excavated  channel,  the  French  estimate  being  based  on  experience 
at  Suez  and  calculated  to  be  proportional  to  the  cost  of  excavating  the  canal.  The  estimate 
arrived  at  by  following  the  method  of  the  Isthmian  Canal  Commission  is  based  on  the  cost  of 
opei'ating  the  dredging  plant,  and  the  number  of  dredges  required  may  be  underestimated.  The 
correct  amount  probably  lies  between  the  two  estimates,  and  if  the  mean  be  taken  as  above  the 
estimated  cost  of  maintenance  and  operation  is  practically  the  same  for  both  projects. 

SAFETY  OF  DAMS. 

The  Board  in  its  di-cussion  of  types  of  tlams  has  expressed  many  apprehen.siun?.  of  grave 
dangers  to  be  feared  on  account  of  the  character  of  the  material  on  which  it  has  been  proposed 
to  place  dams  at  the  Isthmus.  A  due  consideration  of  each  case  by  itself,  giving  proper  weight 
to  the  character  and  location  of  the  materials  disclosed  by  the  borings  and  to  the  adequacy  of  the 
design,  would  show  that  the.se  ajiprehensions  are  unnecessary  in  regard  to  the  dams  herein 
proposed. 

Reference  is  made  in  the  Board's  discussion  to  the  subsurface  material  at  Gatun,  which  is 
stated  to  be  "in  large  part  of  a  comparatively  tine  character,  consisting  of  sand  and  clay  in  vary- 
ing portions  and  in  various  degree-;  of  admixture,  but  the  borings  have  also  shown  coar.se  sand 
and  gravel." 

In  order  to  make  this  statement  express  clearly  the  actual  situation  the  addition  should  be 
made  that  the  coarse  sand  and  gravel  are  found  in  the  l)ottom  of  the  narrower  of  the  two  deep 
gorges  in  the  rock,  and  overlying  them  are  200  feet  in  thickness  of  Inner  materials,  the  imper- 
vious character  of  which  will  prevent  the  waters  in  the  lake  from  having  access  to  this  deep-lying 
sand  and  gravel  in  any  appreciable  quantity.  In  view  of  these  conditions  at  the  site  of  the  Gatun 
dam,  and  the  great  width  of  one-half  mile  which  has  been  given  its  base  in  the  proposed  design, 
we  can  not  concur  in  the  view  expre.s.sed  that  '"it  is  more  than  possil>le,  it  is  highly  probable  if 
not  certain,  that  at  various  points  the  material  is  sufficiently  loose  in  texture  to  permit  seepage 
or  percolation  in  dangerous  quantities."  Actual  experience  with  dams  and  experiments  on  the 
filtration  of  water  through  sand  and  finer  materials  .show  that  the  amount  of  water  filtering  under 
such  circumstances  will  he  too  small  to  affect  in  any  way  the  stability  of  the  dam.  Neither  do 
we  concur  in  the  statement  that  "nothing  is  more  common  in  the  sandy  deposits  of  river  valleys 
and  in  all  sandy  material  than  siuall  passages  or  channels  through  which  water  moves,  varying 
in  size  from  thread-like  openings  to  those  sufficient  to  yield  flowing  wells  of  large  discharge," 
because  there  is  nothing  in  our  experience  to  support  this  view,  nor  does  it  seem  that  such 
passages  or  channels  could  possibly  be  formed  or  maintained  in  a  saturated  granular  material. 

The  subsurface  sands  on  the  southerh-  slope  of  Long  Island,  from  which  a  portion  of  the 
water  supply  of  the  borough  of  Brooklyn  is  taken,  and  to  which  the  Board  refers,  are  noted  for 
their  extent  and  for  their  porosity,  due  to  the  size  and  uniformity  of  their  grains. 

By  far  the  larger  part  of  this  water  supply  is  taken  from  the  Kidgewood  system  of  works. 


REPORT    OF    BOARD   OF    CONSULTING   ENGINEERS,  PANAMA   CANAl,.  97 

which  comprises  both  surface  and  subsurface  sources.  The  quantity  taken  from  the  ground 
equals  approximately  7(1  cubic  feet  per  second,  a  volume  which  is  small  in  comparison  with  the 
1,477  cubic  feet  per  second  available  for  lockage  in  the  canal  plan  recommended.  This  quantity, 
however,  is  collected  in  a  length  of  21.3  miles,  so  that  the  quantity  per  mile  is  only  about  three 
and  one-half  cubic  feet  per  second,  or,  in  a  length  equivalent  to  that  of  the  Gatun  dam,  about 
live  and  one-half  cubic  feet  per  second.  If  instead  of  using  the  total  length  of  the  Gatun  dam, 
only  the  parts  of  the  length  which  cross  the  alluvial  vallej'S  were  included,  the  proportionate 
quantity  would  be  still  smaller.  If  any  inferences  of  value  are  to  be  drawn  from  a  comparison 
of  conditions  at  Long  Island  with  those  at  the  dam  sites  at  the  Isthmus,  where  clay  is  the  pre- 
dominating material,  they  are  that  even  under  conditions  favorable  to  filtration  the  amount  of 
water  passing-  through  a  considerable  length  of  ground  is  comparatively  small,  and  that  water 
may  filter  through  and  be  taken  from  the  ground  without  disturbing  either  the  earth  through 
which  it  filters  or  that  from  which  it  is  taken. 

The  extent  of  the  sand  and  gravel  deposit  in  the  lower  part  of  one  of  the  rock  gorges  at 
Gatun  is  limited,  and  if  it  be  assumed  that  instead  of  being  covered  with  an  impervious  blanket 
200  feet  thick  the  water  above  and  below  the  dam  has  free  access  to  the  porous  material,  and  if 
the  further  assumption  be  made  that  the  material  has  as  much  filtering  capacity  as  a  coarse 
uniform  sand  or  a  coarse  unscreened  gravel  or  a  typical  Long  Island  sand,  the  quantity  of  water 
which  would  pass  through  it  would  be  very  much  restricted  bj'  the  long  distance  covered  by  the 
dam,  and  would  not  exceed  two  cubic  feet  per  .second. 

The  borings  at  the  site  of  the  La  Boca  dam  indicate  impervious  mud  and  clayey  material, 
and  show  no  sandy  material  overlying  the  rock,  as  stated  in  the  report  of  the  Board,  so  that  the 
introduction  of  a  masonry  core  or  other  stop-water  appears  from  present  information  to  be 
unnecessary.  The  earth  dam  as  proposed  will  be  in  no  "danger  of  being  pushed  bodily  out  of 
place  by  the  pressure  due  to  the  head  of  water  in  the  reservoir,"  because  it  has  been  made  very 
massive,  conforming  in  this  respect  to  the  suggestions  of  the  Board  made  since  the  dam  was 
designed. 

At  the  great  north  dike  or  embankment  of  the  Wachusett  reservoir,  referred  to  by  the 
Board,  porous  material  was  removed  and  replaced  by  fine  and  impervious  material,  and  sheet 
piling  was  driven  where  seepage  or  percolation  was  apprehended,  but  at  the  other  parts  of  the 
dike  where  there  were  no  such  apprehensions  the  impervious  material  of  the  embankment  was 
placed  directly  on  the  impervious  earth  found  at  the  site  of  the  dike.  Should  any  .safeguards 
prove  necessary  to  prevent  seepage,  when  detailed  investigations  are  mad©  at  the  Isthmus,  it  is 
expected  that  they  will  be  provided,  and  to  cover  any  probable  expenditure  for  this  purpose  an 
allowance  of  $400,000  for  all  dams  has  been  included  in  the  estimates. 

The  construction  of  earth  dams  to  retain  water  85  feet  deep  is  not  an  untried  experiment,  as 
there  are  many  earth  dams  of  equal  or  greater  height,  nearly  all  of  them  made  wholly  of  earth 
without  a  masonry  core,  and  none  of  them  having  nearly  the  mass  or  the  stability  of  those  herein 
recommended. 

CONCLXrSIONS  AND  RECOMMENDATION. 

The  greater  cost  of  the  proposed  sea-level  canal — upward  of  $100,000,000  more  than  that  of 
the  lock  canal  herein  advocated — is  not  a  trifling  sum,  even  for  the  resources  of  the  United  States. 
If  such  an  outlay  is  incurred  a  greatly  superior  waterway  should  be  obtained  or  the  expenditure 
will  be  unwise  and  the  result  discreditable. 

The  question  of  relative  safety  of  the  two  types  of  canal  must  be  considered  with  reference 
both  to  the  waterway  and  the  traffic.  Accidents  to  the  waterway  may  stop  traffic  or  may  only 
retard  it  or  may  not  affect  it  at  all,  depending  on  the  nature  of  the  accident. 

There  can  be  no  doubt  that  the  greater  the  number  of  locks  the  greater  the  risk  of  injurj'  to 
some  one  of  them.  It  has  been  shown  that  the  risk  of  serious  injurj-  to  a  well-equipped  canal 
lock  has  been  found  very  small,  and  with  the  additional  and  unusual  precautionarj'  constructions 
S.  Doc.  231,  59-1 16 


98  REPORT    OF    BOAED    OF    CONSULTING    ENGINEERS,  PANAMA    CANAL. 

proposed  for  the  lock  canal  at  Panama  it  will  l)e  almost  inappreciable,  except  in  time  of  war. 
At  such  a  time  either  form  of  canal  would  require  efficient  militar}'  protection,  and  such  protec- 
tion i*  as  practicable  for  a  lock  canal  with  a  broad  waterway  as  for  the  narrow  channel  of  the  sea- 
level  canal.  In  the  former  case  militar}-  protection  would  be  specially  required  at  the  locks  and 
in  the  narrow  portion  of  the  Culebra  cut;  in  the  latter  case,  the  advantage  of  a  smaller  number  of 
locks  to  be  guarded  would  be  fully  offset  by  the  greater  difficulty  of  guarding  the  entire  length 
of  narrow  channel,  which  would  extend  from  sea  to  sea. 

It  has  been  shown  by  ample  experience  that  ships  are  far  more  liable  to  delay  and  injury 
wliile  traversing  artificial  channels  at  considerable  speed  than  when  passing  locks  where  they 
move  slowly  and  are  under  perfect  control.  The  narrower  the  channel  the  greater  the  danger  of 
collisions,  groundings,  blockades,  and  injuries  to  ships. 

The  broad  channels  of  which  the  lock  canal  will  mainly  consist  will  permit  vessels  to  move 
at  greater  speed  than  would  be  safe  in  a  narrow  channel.  Although  the  Board  apparently 
questions  this,  its  truth  is  self-evident  and,  moreover,  is  established  beyond  a  doubt  by  abundant 
and  long-continued  experience.  Ships  meeting  in  these  broad  channels  will  pass  in  safety  with 
little  if  any  reduction  of  speed,  while  in  the  narrow  sea-level  canal  one  of  two  meeting  ships, 
unless  of  small  size,  would  have  to  stop  and  make  fast  to  the  bank  at  a  regular  meeting  place 
and  remain  there  until  the  other  passed  at  reduced  speed,  involving  both  delay  and  appreciable 
risk  to  the  ships. 

In  consequence  of  the  lower  speed  and  the  delays  of  various  kinds  in  the  narrow  sea-level 
canal,  ships  of  large  size  would  consume  more  time  in  passing  through  it  than  would  be  reciuired 
in  a  lock  canal,  and  with  a  heavy  traffic  this  would  be  true  for  ships  of  even  moderate  size,  for 
the  reason  that  more  time  would  be  lost  in  the  narrow  channel  of  the  former  than  at  the  locks 
of  the  latter.  As  the  delays  at  meetings  in  the  sea-level  canal  would  increase  rapidly  with  the 
traffic,  they  would  become  insupportable  with  a  traffic  much  smaller  than  the  lock  canal  would 
provide  for.  The  sea-level  canal  may  therefore  be  called  "provisional"  with  far  more  propriety 
than  the  lock  canal. 

The  difficulty  apprehended  by  the  Board  in  the  passage  through  locks  of  large  ships,  espe- 
cially of  large  war  ships,  would  doubtless  be  realized  if  the  locks  were  no  better  equipped  than 
in  some  well-known  ship  canals.  Long  approach  walls  with  vertical  faces,  where  a  ship  can  be 
checked  and  stopped  at  a  safe  distance  from  the  lock,  against  which  it  can  lie  and  along  which  it 
can  move  safely  with  lines  out,  are  indispensable  for  the  safe  operation  of  a  lock.  When  these 
are  provided  there  are  no  special  increasing  risks  as  the  ship  dimensions  increase.  This  is  fully 
shown  by  experience  where  such  approaches  exist. 

The  summit  level  of  the  lock  canal  and  the  terminal  lake  on  the  Pacific  side  are  to  be  held  up 
by  earth  dams  supporting  less  heads  of  water  than  many  existing  earth  dams,  but  of  unprece- 
dented strength  both  in  regard  to  width  and  to  height  above  the  water  surface.  Only  the  facility 
with  which  these  dams  can  be  built  and  the  great  importance  of  making  them  secure  beyond  a 
shadow  of  doubt  justify  dimensions  so  extraordinary  in  proportion  to  the  height  of  water  to  be 
sustained. 

We  believe  the  locks  and  other  structures  of  the  lock  canal  can  be  built  in  less  time  than  is 
required  for  the  Culebra  cut,  but  the  margin  is  not  great  and  the  project  is  well  balanced  in  this 
respect.  If  the  summit  level  were  made  higher  the  Culebra  cut  could  be  completed  sooner,  but 
the  locks  would  require  more  time  and  the  canal  would  probably  not  be  finished  as  soon;  if  the 
summit  level  were  made  lower  the  Culebra  cut  would  obviously  take  longer.  We  believe,  there- 
fore, that  the  project  we  recommend  will  open  navigation  across  the  Isthmus  in  the  least  possible 
time.  Since  the  Culebra  cut  will  fix  the  time  for  completing  either  the  lock  canal  or  the  sea-level 
canal,  and  the  former  requires  only  half  as  much  excavation  from  the  Culebra  cut  as  the  latter, 
it  can  be  built  in  approximatelj-  half  the  time.  A  difference  of  six  years  in  favor  of  the  lock 
canal  is  a  very  conservative  estimate. 


REPORT    OK    BOARD    OF    CONSULTING    ENGINEERS,    PANAMA    CANAL.  99 

In  view  of  the  unquestioned  fact  that  the  lock  canal  herein  advocated  will  cost  about 
$100,000,000  less  than  the  proposed  sea-level  canal;  believing  that  it  can  be  built  in  much  less 
time;  that  it  will  afford  a  better  navigation;  that  it  will  be  adequate  for  all  its  uses  for  a  longer 
time,  and  can  be  enlarged,  if  need  should  arise,  with  greater  facilit}'  and  less  cost,  we  recom- 
mend the  lock  canal  at  elevation  85  for  adoption  by  the  United  States. 
Respectfully  submitted. 

Alfred  Noble. 

Henry  L.  Abbot. 

Frederic  P.  Stearns. 

Joseph  Ripley. 

IsHAM  Randolph. 


O 


59th  Congress,  \  SENATE.  |  Document 

1st  Session.      \  \    No.  313. 


EEPORTS 


OF  THE 


EFFICIENCY  OF  VARIOUS  COALS, 

1896  TO  1898. 


EXPENSES  OF  EQUIPMENT  ABROAD, 
1902-190:3, 


AND 


RECENT  CHEMICAL  ANALYSES  OF  COAL  AT 
NAVY- YARD,  WASHINGTON,  D.  C. 


WASHINGTON: 

GOVERNMENT  PRINTING  OFFICE. 
1906. 


[Concurrent  Resolution.] 

Resolved  by  the  Senate  (the  House  of  Representatives  concurring),  That  there  be  printed  the  following  documents: 

First.  Reports  of  the  efficiency  of  various  coals  used  by  the  United  States  ships  from  1896  to  1898,  inclusive,  made  by  the  Bureau  of 
Equipment  of  the  Navy  in  1899. 

Second.  Pages  47  to  71,  inclusive,  of  the  report  of  the  Bureau  of  Equipment  of  the  Navy  for  1902,  under  the  heading  of  "Equipment 
expenses  abroad." 

Third.  Pages  55  to  67  of  the  report  of  said  Bureau  for  1903,  under  the  same  heading. 

Fourth.  Letter  from  the  Secretary  of  the  Navy  to  John  T.  Morgan,  with  the  accompanying  statements,  dated  March  6,  1906. 

Said  papers  to  be  bound  together  in  cloth,  as  one  document,  of  which  2,000  copies  shall  l)e  printed,  500  copies  for  the  Senate,  1,000 
copies  for  the  House  of  Representatives,  and  500  copies  for  the  Navy  Department. 

Passed,  April  9,  1906. 

(II) 


REPORTS 


OF  THE 


EFFICIENCY  OF  VARIOUS  COALS  USED 
BY  U.  S.  SHIPS,  1896-1898. 


(1) 


CON^TENTS. 


1.  List  of  Coals  Tested  -  -- o 

2.  Chemical  Analyses T 

3.  Special  Analyses  of  Various  Coals  to  Determine  their  Liability  to  Spontaneous  Ignition...  9 

4.  Boiler  Tests  and  Description  of  Boilers  Used.. 10,11 

5.  Data  Regarding  Ships'  Boilers .- -.- 13 

6.  Ships'  Tests,  Alphabetically  Arranged  under  Kind  of  Coal 16to79 

7.  Report  of  Board  on  Spontaneous  Ignition  of  Coal  on  Board  Ships  and  Ashore;  Causes, 

Remedies,  etc 81  to  85 

8.  Admiralty'  Coals 87 

9.  Co-AL  Preferred  by  Commanding  Officers  of  Different  Vessels 89 

(3) 


LIST   OF   COALS  TESTED. 

BITUMINOUS  COALS. 


Trade  name. 

Pageo 

1  which  reference 
is  made. 

Where  mined. 

Reports  from  ships  making  steaming  trials. 

Chem- 
ical 
analy- 

Chem- 
ical test 

Boiler 
test. 

Ships' 
1    tests. 

tests. 

16,17 

16,17 

16  to  21 

Porter,  1 . 

7,16 

7 

9 

9 

7,9,20 

10,17 

Adams,  3;  Alert,  7;  Baltimore,  1;  Bancroft,  1;  Bennington,  1;  Concord,  2;  Corwin, 
1;  Detroit,  1;  Marietta,  6;  Marion,  3;  Mohican,  2;  Monadnock,  3;  Monterey.  1; 
Oregon,  4;  Petrel,  2;  Philadelphia,  1. 

1 

1 
1 
1 
3 

11,21 

20,21 
20,21 

Dolphin,  1 .    _ 

Alert,  1 

7 

Black  Diamond  Coal  Co.'s  Mines  at  Coal 
Creek,  Tenn. 

1 

20,21 

^ 

Raleigh,  1 .l!l _     __    

7,9 
9,22 

9 

7,9 

2 

1 

1 
2 



22,23 

Black  Diamond  Coal  Co.'s  Mines  at  Coal 
Creek,  Tenn. 

Bonanza    .     — 

11 

7 
22 

Walts  _    

1 
2 

22,23 
22,23 
24,25 

24to27' 

Wales 

do 

7 
24 

7 

11 
11,25 

Utah 

1 
1 

1 

Alliance,  1;  Amphitrite,  1;  Iowa,  2;  Maine,  1;  Massachusetts,  3;  New  Orleans,  1; 
Newport,  1;  New  Tork,  1;  Solace,  1;  Texas,  1;  Yankee,  1. 

Briceville,  36  miles  northwest  of  Kuos- 
Tille,  Tenn. 

26,27 
28,29 

30,31 

9,26 

10,27 

British  Columbia,  Union,  Vancouver  Is- 
land. 
Wales 

Alert,  2;  Concord,  3;  Marietta,!;  Mohican,  2;  Monterey,  2;  Oregon,  2;  Philadelphia,  1. 

AUiance,  1;  Bancroft,  1;  Cincinnati,  2;  Detroit,  1;   Machias,  1;   Minneapolis,  1; 
Raleigh,  6;  San  Francisco,  1. 

1 

7 
7, 9, 32 

1 
3 

32,33 
32, 33 

Castine,  1;  Concord,  1;  Detroit,  1;  Hamilton,  1 ;  Marietta,  2;  Montgomery,  1;  Terror,  1. 
Marblehead,  1   

Kngland               

Virginia 

7 

1 

32,33 
34, 3.>i 
34,35 
36,37 

Wales  

7,34 

9,34 

36 

7 

11,35 

10 

10,37 

Bennington,  1;  Marietta,  1;  Philadelphia,  1 

1 
1 
1 
1 

West  Virginia  Mineral  Company 

Pennsylvania,  Clearfield  County 

Alliance,  1;  Detroit,  1;  Dolphin,  1;  Massachusetts,  1;  Texas,  1;  New  Orleans,  1 

36  to  .39 

Wales 

Bancroft,  1;  Boston,  1;  Concord,  1;  Detroit,  7;  Machias,  10;  Olympia,  11;  Petrel,  4; 
Raleigh,  1;  Yorktown,  1. 

7 
7 

7 
9,40 

7 

1 
1 
1 
1 
4 

1 

Tennessee    ..  .    

Franklin _ 

11 

Near  Seattle,  Wash   _      _     

10,41 

40  to  43 

Annapolis,  2;  Bancroft,  2  ;  Castine,  2  ;   Catskill,  2;   Hamilton,  3  ;  Marblehead,  1 ; 
Nahant,  1  ;  New  Y'ork,  1  ;  Solace,  2 ;  Terror,  1 ;  Y'ankee,  1. 

Wales     

42,43 

44,45 

44,45 
44,45 

_  .do               

7.44 

7 

10,45 
11 

1 
1 

Bullock  Island,  opposite  Newcastle,  New 

South  Wales,  Australia. 
Wales 

Hoekins  &  LlewelIyu'6(No. 

1  Colliery.screened ;  large 
eteani). 

7 
7 

2 
1 

44,45 

Lloj-dell 

7 

Llovdell,  near  Dumlo,  Cambria  County, 

Pa. 
Wales     

2 

46,47 

7 
7.9 

7 

1 

3 

1 

10 

46,47 
46,47 
46,47 

Wales.     -     --     

Midvale 

Pennsylvania 

Milldale,  Tuscaloosa  County,  Ala 

Willock  Station,  Wheeling  Division,  B. 

&  0.  R.  R.,  Allegheny  County,  Pa. 
Aldricb,  Ala 

Milldale_  _           

46 

7 

7 
7,9,48 

BO 

79 

7,50 

1 

1 

1 
4 

1 
2 
1 

1 

10,49 
10,51 

48,49 
60,51 

Pennsylvania,  Clearfield  County 

Alliance,  1 ;  Amphitrite,  1 ;  Annapolis,  2 ;  Detroit,  1 ;  Indiana,  1 ;  Marblehead,  1 ; 
Montgomery,  2;  New  York,  1 ;  Terror,  2;  Texas,  2  ;  Wilmington,  1. 

Mt.  Vernon    

11,51 

50,51 
52,53 
52,53 
52,53 
62,53 
54  to  67 

66,57 
56  to  59 

Nanaimo,  Vancouver  I^land,  B.  C 

NantTglo 

New  Castle 

7,52 

11,53 

2 

New  Castle  (Bowler)..    

54 

10,55 

West  Virginia,  Fayette  County 

Wales       -     '_     .     

Alliance,  1 ;  Annapolis.  1 ;  Bancroft,  1 ;  Castine,  1 ;   Columbia,  1 ;  Detroit,  1 ;  In- 
diana, 3  ;  Iowa,  2 ;  Maine,  1 ;  Marblehead,  1 ;  Massachusetts,  1 ;  Newport,  2  ;  New 
York,  3  ;  Raleigh,  1 ;  Solace,  2  ;  Texas,  2 ;  Vesuvius,  3  ;  Yankee,  1. 

1 

Castine,  0;    Detroit,!;    Lancaster,  5 ;    Machias,  3;    Oregon,  3;    Philadelphia,  4; 
Raleigh,  1 ;  San  Francisco,  1. 

Paint  Rock 

7 

7,9,68 

9,60 

1 
2 
2 

10,59 

60, 61 
60,61 
G2,63 
62,63 

62,63 
62,63 

Pennsylvania,  Cambria  County 

Wales 

briquettes). 

doTIIIII-IIIIIIIIIIIIlIIIIIIIIIII 

Philipni,  W.  Va 

Pbilippi 

7 

1 

(5) 


List  of  Coals  Tested — Continued. 

BITUMINOUS  COALS— Continued. 


Portage 

Powhttttan 

Powell  Duffryn 

Poweltoo 

Pratt 

Providence 

Ke&erve  Cape  Breton — 

ReyuoIdsviUe 

Bockhill 

Rock  Springs 

Koslyn 

Shawmut 

Sonmau 

Standard  Eureka 

Standard  Merthyr 

Stouega 

Thomas  Steam  Coal  — 

Toms  Creek 

Thurber 

AVallsend 

Webster 

Wellington 

West  Hartley 

Westminster  Brymbo- 

Weatpurt 

Youghiogheny 


7,70 

9 

7,9,72 


72,73 


72,73 
74,75 
74,75 
74,75 
76,77 


Where  mined. 


Kentucky  . 


Pennsylvania,  Washington  County 

Virginia  and  M'est  Virginia,  Tazewell 
and  McDowell  counties. 


Portage,  Cambria  County,  Pa- 
Pennsylvania 

Wales 

Pennsylvania 

Alabama,  Jefferson  County 

Providence,  Ky 


Pennsylvania 
Robertsdale, 

Wyoming 

Washington,  Killitas County 

Horton  Township,  Elk  County,  Pa_ 

Pennsylvania 

Pennsylvania,  Clearfield  County 

Wales- 

Virginia 

West  Virginia 

Virginia,  Wise  County 

Thurber,  Tex 

Newcastle,  N.  S.  W.,  Australia 

Pennsylvania,  Cambria  County 

Wellington,  British  Columbia 

Wales 

do __i 


Reports  from  ships  making  steaming  trials. 


Chem- 
ical 
analy- 


Maine,  1;  Texas,  1 

Alert,  1 ;  Amphitrite,  5 ;  Annapolis,  1 ;  Bancroft,  1 ;  Castine,  3 ;  Dolphin,  1;  Ham- 
ilton, 2  ;  Iowa,  2  ;  Marblehead,  4  ;  Massachusetts,  3 ;  Michigan,  1 ;  New  Orleans, 
2  ;  New  York,  2  ;  Petrel,  1 ;  Puritan,  2 ;  Solace,  1 ;  Terror,  12  ;  Texas,  1. 


Marblehead,  1  __ 
Montgomery,  2_ 


Adams,  1;  Bennington,!;  Monadnock,lj  Monterey,  1. 
I,  1;  Montgomery,! 


Concord,  2;  Moh 

Marion,  1 

Alert,  2 

Aiert,  !;  Monadnock,  1;  Monterey,  1;  Wheeling,  1 
Michigan,  ! 


ANTHRACITE  COALS. 


Pardee  Anthracite-, 
Sciiinton  Egg 


70,77  '  Pennsylvania 

76,77  I do 

76.77     Pennsylvania,  Lehigh  County 

78,79  I  Pennsylvania,  Schuylkill,  Buck  Mpu 

I  tain  Vein. 

I  Pennsylvania,  Cambria  County 

78,79     Pennsylvania 


New  York,  1 

Marblehead,  ! 

Montgomery,  1;  Raleigh,  ! 

Alliance,  1;  Annapolis,!;  Detroit,  1;  Montgomery, 2.. 


CHEMICAL  ANALYSES  OF  SAMPLES  OF  COAL  AT  THE  NAYY  YARD    WASHINGTON,  I).  C. 


[Arranged  in  order  of  per  cent  of  fixed  carbon.] 


Coal 

Moisture. 

NoQconibuati- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fi.ved  carbon. 

Ash. 

Sulphur. 

weight  at 
250°  F. 

3.13 
1.30 
1.50 

.63 
1.24 

.925 
2.067 

.899 
1.46 

.721 
2.70 

.697 

.99 
593 
783 
261 

.995 

.751 
1.063 

.598 
1.059 
1.289 
1.62 

.6097 
1.32 
1.51 
1.37 
1.00 
1.40 
1.7T     ■ 
2.59 
V08 
2.05 
1.71 
1.58 
1.94 
1.88 
1.14 
1.630 
1.08 
2.11 
2.05 
2.64 
1.82 
2.98 
2.781 

2.n 

2.61 

3.26 

1.00 

2.30 

4.04 

3.392 

2.05 

3.58 

3.00 

6.65 

2.718 

3.35 
.66 

2.30 
13.69 

4.659 
13.38 

2.09 

3.352 
.64 

1.38 

.66 
.83 
1.25 
1.95 
.635 
.86 
1.811 

1.06 
7.40 
2.53 
14.10 
12.60 
14.680 
13.38 
11.408 
12.56 
12. 619 
^a4.25 
^^5.277 
16.51 
14.197 
14.707 
15.98 
16. 114 
17.404 
12.264 
18.248 
21. 213 
23.639 
14.91 
22.966 
28.62 
29.69 
30.65 
26.12 
31.61 
30.04 
30.12 
31.47 
31.95 
29.45 
26.76 
33.69 
24.67 
27.00 
34. 929 
32.06 
28.11 
31.50 
28.  731 
32.99 
33.03 
30.132 
29.22 
35.50 
33.86 
32.88 
32.38 
30.60 
23.281 
32.04 
34.73 
37.17 
33.79 
30.633 
32.93 
31.85 
38.66 
28.99 
30.31 
27.33 
36.85 
33. 762 
42.11 

86.67 

84.60 

82.14 

80.61 

80.50 

80.37 

80.28 

79.977 

79.82 

79.497 

78.74 

78. 193 

77.60 

77.320 

77.222 

76.010 

74.87 

74. 198 

74.16 

72. 993 

71.287 

70.118 

69.92 

65.838 

66.66 

64.96 

64.78 

64.76 

63.70 

63.42 

63.01 

62.72 

62.68 

62.40 

62.20 

62.07 

61.96 

61.92 

61.798 

61.07 

61.44 

61.00 

60.393 

60.04 

69.98 

69.52 

68.68 

58.16 

57.58 

57.50 

57.34 

56.74 

66.014 

54.55 

64.21 

53.61 

53.27 

50.109 

49.43 

48.99 

48.63 

48.32 

46.668 

46.274 

46.16 

46.001 

36.53 

7.56 
6.05 
13.00 
3.41 
3.72 
3.30 
3.42 
6.068 
6.16 
5.089 
3.62 
4.756 
4.60 
6.077 
4.207 
6.66 
7.32 
5.645 
10.844 
6.309 
5.643 
3.53 
12.38 
7.886 
3.46 
2.94 
2.37 
6.58 
1.96 
3.34 
2.75 
3.44 
2.03 
5.20 
8.20 
1.09 
10.69 
8.54 
.199 
3.59 
5.40 
2.86 
6.001 
3.80 
2.01 
4.262 
8.05 
2.26 
3.80 
7.67 
7.00 
6.76 
13.161 
6.85 
5.14 
3.19 
4.29 
12. 753 
12.07 
14.27 
9.36 
5.78 
15.08 
8.349 
12.86 
14.  322 
19.54 

.331 
.198 
.234 
.365 
.108 
.098 
.623 
.837 
.014 
.225 
.121 
.274 
.173 
.466 
.664 
1.00 
.14 
.713 
.162 
.609 
.147 
.413 
.077 
1.280 
.483 
.024 
.119 
.894 
.226 
.427 
.172 
.299 
.248 
1.76 
.022 
.129 
.435 
1.96 
.424 
.278 
.185 
1.12 
.175 
.167 
.202 
1.166 
.274 
.461 
.097 
2.88 
.201 
.807 
.384 
.106 
.414 
.414 
.399 
.145 
.639 
.672 
.200 
.164 
.192 
.217 
.663 
.565 
2.58 

1.11 

.409 

.133 

.201 

.084 

.118 

,_ 

1.849 

.69 

.803 

.27 
1.347 
2.417 
1.089 

.701 
1.289 
1.617 
1.342 

.751 
1.011 
1.17 
1.421 
1.04 

.90 

.83 
1.48 
1.43 
1.43 
1.55 
1.29 
1.29 
1.24 
1.20 
1.31 

.90 
1.40 
1.02 
1.00 
2.94 
2.59 
2.16 
1.35 
2.00 
2.139 
1.34 
1.47 
1.60 

.89 

.98 
1.86 
3.768 
1.51 
2.34 
2.43 
2.00 
3.642 
2.22 
1.33 
1.05 
3.32 
3.191 
4.00 
2.05 
1.998 
1.18 

.889 

.203 

.853 

Henrietta 

.300 

.463 

.416 

.359 

.551 

.650 

.401 

.314 

.300 

.790 

.752 

.534 

.318 

.603 

.423 

.340 

.  702 

1.12 

1.07 

1.23 

.867 

.504 

1.06 

1.61 

.406 

1.602 

1.17 

.402 

.703 

.826 

.502 

.4;n 

.344 

.433 

3.78 

1.22 

PikesTille 

.438 

(7) 


SPECIAL  ANALYSES  OF  VARIOUS  COALS  TO  DETERMINE  THEIR  LIABILITY  TO  SPONTANEOUS  IGNITION. 


The  Bureau  early  iu  the  year  1898  sent  to  many  dealers  requesting  them  to  furnish  samples  of  the  dif- 
ferent kinds  of  coal  handled  by  them  for  the  purpose  of  making  tests  to  determine  their  liability  to  spon- 
taneous ignition.  These  tests  were  made  at  the  Washington  Navy-Yard.  The  chemist,  in  submitting  the 
results  of  these  tests,  says :  "A  series  of  investigations  led  Lewis,  Richter,  and  others  to  the  conclusion  that 
the  principal  cause  of  a  coal's  liability  to  spontaneous  ignition  is  its  power  of  absorbing  oxygen  from  the 
atmosphere,  a  characteristic  closely  connected  with,  and  under  certain  conditions  indicated  by,  the  coal's 
power  of  absorbing  moisture.  A  secondary  cause  of  self-ignition,  though  only  in  wet  coal,  is  the  presence 
of  pyrites,  indicated  by  the  amount  of  sulphur  determined.  An  acce*|ory,  though  by  no  means  a  cause,  is 
the  combustible  volatile  matter,  which,  when  a  coal,  through  primary  causes,  has  reached  its  ignition  point, 
naturally  will  furnish  fuel  for  a  lively  combustion. 

"The  determinations  of  sulphur  and  combustible  volatile  matter  were  made  in  the  customary  way. 
Not  knowing,  however,  the  history  and  treatment  of  the  coals  submitted  before  they  reached  me,  I  had  to 
subject  them  to  a  preliminary  air-drying  of  two  weeks'  duration  before  determining  the  moisture  and  the 
oxygen  absorption,  taking  care,  of  course,  to  protect  them  against  rain." 

The  following  are  the  results : 


Combustible 
Tolatile 
matter. 


Increase 

n  weight  at 

260°  F. 


"Argyle,"  from  Argyle  Coal  Company,  Cambria  County,  Pa 

"Aurora,"  from  Aurora  Coal  Company,  mines  at  Summerhill,  near  South  Fork,  Cambria  County,  Pa 

"Portage,"  from  the  Hopper  Company,  mines  at  Portage,  Cambria  County,  Pa 

"Altoona,"  from  Altoona  Coal  and  Coke  Company,  mines  at  Kittanning  Point,  Blair  County,  Pa 

"Tom's  Creek,"  from  Tom's  Creek  Coal  and  Coke  Company 

"Mt.  Vernon, No.  6,"  Houtzdale,  Pa.,  from  the  United  Collieriee  Company 

"Loyal  Hanna,"  Bumside  mine,  from  Loyal  Hanna  Coal  and  Coke  Company 

"  Loyal  Hanna,"  from  Loyal  Hanna  Coal  and  Coke  Company,  Mine  No.  1 

"Pocahontas,"  from  Castner,  Curran  &  Bullitt 

"Pocahontas,"  from  F.  H.  Chappel  &  Co.,  New  London, Conn 

"Standard  Eureka,"  from  Berwind-White  Coal  Mining  Company 

"Morrisdale,"  from  Morrisdale  Coal  Mining  Company,  Morrisdale,  Pa 

"  Bed  '  B,'  Shaft  2,"  from  Blorrisdalo  Coal  Mining  Company,  Morrisdale,  Pa 

"Morrisdale,"  Six  Mile  Run,  from  Morrisdale  Coal  Mining  Company,  Cunard  Mine 

"Pardee  Anthracite,"  from  Pardee  Colliery,  Pattou,  Pa.,  from  David  Duncan  &  Son 

"Pardee  Bituminous,"  from  David  Duncan  &  Son 

"Old  Pardee,  No. 2,"  from  Peale,  Peacock  &  Kerr ^ 

"Old  Pardee,  No. 9,"  from  Peale,  Peacock  &  Kerr 

"George's  Creek,"  from  Black,  Sheridan,  Wilson  &  Co.'s  mines,  furnished  by  Interstate  Coal  and  Coke  Company, 

Baltimore,  Md 

"George's  Creek,"  Big  Vein,  from  L.  M.  Hamilton  &  Co.,  Baltimore, Md 

"George's  Creek,"  Small  Vein,  from  L.  M.  Hamilton  A  Co.,  Baltimore,  Md 

"George's  Creek,"  from  E.  B.  Townsend,  Boston,  Mass 

"Wellington,"  from  Dunsmuir  &  Sons,  San  Francisco,  Cal 

"Black  Diamond,"  from  Black  Diamond  Coal  and  Coke  Company,  Rnoxville,  Tenn 

"Elk  Garden,"  from  Davis  Coal  and  Coke  Company,  Baltimore,  Md 

"Webster  Bituminous,"  New  Central  Coal  Company,  Cumberland,  furnished  by  E.  6.  Townsend,  Boston, Mass 

"Comox,"  from  Dunsmuir  &  Sons,  San  Francisco,  Cal 

"Cumberland,"  furnished  by  F.  H.  Chappel  &  Co.,  New  London,  Conn 

"Big  Vein  Cumberland,"  from  Merchants'  Coal  Company,  Baltimore,  Md 

"New  Kiver  Kanawha,"  from  Richmond,  Va 

"Thomas  Steam  Coal,"  from  Davis  Coal  and  Coke  Company,  Piedmont,  W.  Va 

"Big  Bend,"  from  Twin  Rocks,  Cambria  County,  Pa.,  furnished  by  Van  Dusen  Bros.  &  Co., Philadelphia,  Pa 

"Bloomington,"  from  Peale,  Peacock  &  Kerr 

"Bonanza,"  from  Peale,  Peacock  &  Kerr 

"Rockhill,"  from  Peale,  Peacock  &  Kerr 


1. 100 
1.25 
1.03 


1.15 
1.25 


1.38 
1.17 
1.47 
1.38 

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22.69 
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17.32 
15.49 
12.20 
20.78 
20.68 
14.30 
1.38 
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17.82 
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22.59 
17.24 
25.60 
28.26 
19.11 
19.47 
18.95 
22.00 
18.68 
22.60 
14.10 
13.38 


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1.73 
1.45 
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1.93 
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DATA  FOR  SHIPS'  BOILERS. 


[D.  E.  =  double-ended  return  tabular ;  S.  E.  =  aingle-ended  return  tubular ;  G.  B.  =  gunboat  boiler ;  M.  L, 

6  =  2  adjoining  furnaces,  common  combustion  chamber;  /=3  furnaces  having  common  combustion  chamber 


locomotive;  a =auxiliarf  boiler ;  (f=each  furnace,  separate  combustion  chamber; 

=2  opposite  furnaces  having  common  combustion  chamber;  m  =  main  boiler.] 


Name  of  vessel. 

a 

"5 
1 

a 
1 

1 

1 

KiDd 

of 
main. 

Kind 

of 
auxil- 
iary. 

Diame- 
ter of 

Diame- 
ter of 
auxil- 
iary. 

Length 
main. 

Length 

of 
auxil- 
iary. 

External  di- 
ameter of 
tubes. 

Total  num- 
ber of  fur- 
naces. 

Greatest  in- 
ternal di- 
ameter of 
furnaces. 

Length  of 
grates. 

Number  and 
arrange- 
ment of 
combustion 
chambers. 

Combustion  chambers. 

Total 
grate 
surface. 

Total 
heating 
surface. 

Main. 

Aux- 
iliary. 

Main. 

Aux- 
iliary. 

Main. 

Aux- 
iliary. 

Main. 

Aux- 
iliary. 

Main. 

Aux- 
iliary. 

Depth. 

Greatest 
width. 

Greatest 
height. 

6 

2 
4 
6 
2 

4 
2 
4 
8 
2 

2 
4 

8 

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1 

3 

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S.E. 
S.E. 
S.E. 
B.4  W. 

D.E. 
G.B. 
G.B. 

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M.L. 
HartiD 
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D.E. 

D.E. 

G.B. 

S.E. 
D.E. 
D.E. 
S.E. 
S.E. 
D.E. 
D.E. 
S.E. 
(Box.) 
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6 

8 

7 
o7 

2 

7 

5 

9 

u 

4 

14,785.08 

11    8  1 

8  10J9 
6    3 

10    0 
15    3 
10    0 

ill     6 

■18    8i 
»18    1 

12    6 

19  45 

17  10 
10    6 

18  0 
21    3 
18    0 

18  0 

20  0 
10    0 
10    0 
20    3J 

19  2 

10    0* 

18  0 

19  llj 
10    6 
10    4| 

^9    OJ 

7  11 
13     6 

8  6 
10  Hi 

8    6 

--{ 

8  3 

9  lOJ 

10,978 

is, 614 

480 

78 

|l,052 

824 

616 
93 

646. 4 

ISO 

560 
I    617 

653 

378 
531.6 
195 
60 
126 

17,295.21 

2 

2 
2 

1 
2 

S.E.' 
D.E. 
D.E. 
D.E. 
G.B. 
D.E. 
Herre- 
shoff. 
S.E. 

D.E. 

D.B. 

Nodat 

S.E. 

D.E. 

G.B. 

S.E. 

S.E. 

D.E. 

G.B. 

2i 
21 

n 

92? 

■"3 
21 
11 
3 

21 
21 
3 

^ 

2 

2J 
21 

21 
21 

e4 
di 

el 

2 

2 
a2 

2 
in  2 

3 
mi 

2 
1 
0 
6 

61 
0 
6 

4 

7 
a4 

6 
m6 

7 
m3 

61 
0" 
1 
7 

61 
8 
6 

6 

9 
a5 

9 
m9 

3 
m9 

if 
10 

6 
3 

91 
3 

2,624 

32,968 

28, 298. 84 
19, 194.  64 

2,796 

New  York 

Philadelphia 

39 
6' 7" 
3' 4" 

Hm 
H^ 
45 

36 
42 
37 

3'3J" 
3'8H" 

36, 

20, 988. 79 
8,010 

76 

d 

dl2 

d24 

dl8 
d24 

''d 

di} 

2 

52 

•2 

a2 
2 

2 
1 
4 
2 
1 

2 

? 

^^ 
6 
2 
11 

3 
54 
53 
a4 

4 

3 
4 
8 
4 

7 

8 
6 

105 

21 
0 

s 

1 

8 
'7 
•6 
a6 

9 

7 
8 
5 
6 
6 

2 
4J 

4 
? 

3 
3 
2 

12,707 
20,179 
19,667.56 

■San  Francisco 

8,800 

16,912.4 
8,981.3 

Vesuvius - 

4,800 

Yankee 

Torktown 

9    9 

17    9 

21 

40 

69 

/* 

3 

9 

8 

10 

5 

11 

220 

8,092 

'One.    'Four.    'Three.    *  Externally  fired.    »Two.    •Six.    'Diaphram  plate.    'Height.    'Stay.    '"Ordinary.    "  Vertical  flro  tube.    "Internal.    "Diameter.    '*  Height  of  furnace,  22". 


(13) 


SHIPS'  TESTS. 

ALPHABETICALLY  ARRANGED. 


S.  Doc.  313,  59-1 2 

(15) 


16 


ABECABX. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Pounds 
of  coal   1 

sumed 
per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 

capac- 
ity. 

Where  received. 

Price 
From  whom.    '^ton. 

General  ap- 
pearance aa  to 
lump  and 
Black. 

How  long 
in  store. 

From 
under 

or  not. 

Average 
I.  HP. 
of  main 

engines. 

Estimated 
H.  P.  of 

iliaries. 

San  Francisco. 

TOUM. 

627 

Smyrn. 

Oliver  &  Co 

$4.08 

Fair    pro- 
portion .  0  f 
lumps. 

Taken  from 
Bteamer. 

Under. 

10  hours 

Clean  ... 

Assisted 
draft. 

Good 

Sg.fl. 
276.5 

Knols. 
9.8 

948 

70 

3,220 

ACME. 


No  data-   2,200 


ALBION  CARDIFF. 

CHEMICAL  ANALYSIS  MADE  AT  NA\'Y  YARD,  WASHINGTON,  D.  C. 


Noncombusti- 
Moisture.         ble  volatile 
matter. 

Combustible                                                                                   Increase  in 
volatile       1  Fixed  carbon.           Ash.               Sulphur.           weight  at 
matter.       !                                                                                     250°  F. 

1.62 

1.17 

14.91 

69.92                   12.38 

0.077                   0.463 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Adams  . 
.\dam9  - 


Alert. 


Alert.. 
Alert.. 
Alert- 
Alert. 


Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 


Where  received. 


Sail  Diego,  Cal. 

190  I  .\capulco,  Jlex. 

do. - 

San  Francisco.. 
San  Diego,  Cal. 
Mare  Island  ... 
San  Diego,  Cal. 
Acapulco^  Mex 


...    1, 143     Mare  Island  . 


General  ap- 
Price  pearance  as  t( 
perton.       lump  and 


Fernandez     & 
Co. 

do 

John  L.  How- 
ard. 

Spreckles  Bros. 
G.  S.  K 

Spreckles  Bros. 

Fernandez     & 

Co.  j 

G.  S.  K I 

G.  B.  Penna  & 


87.14 
7.95 

10.00 
18.00 
18.00 

7.14 
10.00 

7.96 
10.25 
18.00 


Large  propor- 
tion of  lump: 
free  from 
slack,  etc. 


30    per  cent 
tump. 

About  50  per 
cent  lump. 

About  60  pel 
cent  lump. 


Run  of   the 


5.62  Good,  clean, 
large  pro- 
portion o  f 
lump. 


2  months. 

From  arriv- 
ing vessel. 

4  months- 
1  week  — . 

3  months. 

4  mouths. 
Just  ar'v'd 


Not  ...I 
-do 

-do 

Dnder. 

do 30  hours 

14  hours 

Not 50  hours 

-do I  21  hours. 

..do I  60  hours,  20 

j    minutes. 

Under-!  15  hours 


days,  22 
ship.        hours. 


.    89.41 


.-do 

Fair 

Fairly 
clean. 

Fair 

-do 

Good 

-do 

-do 


Clean  at 
begin- 
ning. 


Tried  with 
forced  or       Kind  of 
natural  draft, 

draft. 


do 

do 


.do. 

I do. 

do- 

' do- 


Area  of 

grate 


I  Pounds 
Average;  Estimated    of  coal 
Average  I.H.P. ,  H.  P.  of  ,     con- 
speed,   'of  main  j       aux-         sumed 
engines,     iliaries.         per 
I     hour. 


-do 

-do 


...do do 


2  hours 
forced,  3} 
hours  natu- 
ral, rest  of 
time 
assisted. 

Natural  — 


5. 5214 

6.62 

9.6 
10.64 
10.16 
10.7 


None  : 
-do  — 
..do.. 
..do-. 


1,260 
1,360 


1,260 
1,330 
1,470 
5, 299.  ■ 


17 


Knots  per 
ton  of  cual 
I  consumed 

for  all 
I  purposes. 


Revoln- 
tions  of 

engines. 


cent  of 
refuse. 
Dry. 


ABECARN. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Is  this 
coal 
suited 


Any  I 
undue 

heat-  I   How  long 

ing      ship  iiut  of 
of     I       dock  ? 
smoke 

tack  ? 


Condition  of  I  ^^^"-^ 
ship's  bottom.  7„7^7»' 
upon  speed. 


No Not  swept_ 


2.7       Heavy  smoke !  Not  large No No Water-tube  boilers.;  Yes,,   No —    IG  days \  Poor. 


ALBION   CARDIFF. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  3IARE  ISLAND. 


Tern- 


Coal  per  Water      Equiva-  I  I 

Water         p     .     hour  per  evapo-  lent  evap-  Steam  ,  , 

evaporated      ^„„.    j  ?q"are  rated   ,  t^-S'™ J  Refuse.  P™^%re  oV    '''?P='^.'" 
(<=a'™-     L„m«1.  I  f""*"'       P"^  I  .t2l2»    I  P"     I    feed   i 

grate  pound  per  pound;       "  gauge.    „3,^^_ 


of  uptake. 


urface. ,  of  coal,  i  ofcoaL 


28,562.36      3,150 


Lbf.     [Per  cent. 


The  refuse  resulted  almost  wholly  from  hauling  the  fin 
gether  with  a  small  quantity  of  soot. 


SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knotsper  j,.„j,,„ 

"'n°'^°edl  "°- "f 

consumed  t  rnain 

f"'«"  en^ties. 

purposes.  I  ° 


Per 
cent  of 
refuse. 

Dry. 


ing 
of 
fires 


Boot 


How  often 


:ubea  swept? 


Is  this'  ^S'' 
.  .undue 

t     ■r.j'heat-i   How  long 
iXfl   ing      ship  out  o^f 

'forced' Jfj       "-"' 


Condition  of       'l„^\"' 
ship's  bottom,      anj^^i,,' 
upon  speed. 


15.5 

38 

14.17 

55.87 

12. 08 

69..  25 

15.46 

40.73 

12.89 

54.48 

65.60 
65.40 
66.05 
63.27 


dur-   29  davs 


Small  — 
do 


do_- 

do_- 


13.  5       Light  gray 


Kot  large 

I 
' do No 


No  ..  No  _-' do 

No 2-day  inter\'al5 No 

'  ;  trial.  ' 

No [  48-hour  intervals — do  _   No 

No-_!  4  davs Not  i  No 

tried. 

1  I 

No—  No..   48-honrintenais.._     No 

,  trial, 

No No 72-hour  iutervals do. 


Clean  . 
Foul  _. 


277  days- 
No  -_    166  days 

216  days-— 
33^  months 


No_ 


-do_ 


0-hour  intervals- 


^do. 


No Every  other  day :  Yea  _  No 


do do  _ 

do I  None — 

Very  foul ]  Minus  1__. 

Somewhat  !  None__ 
foul.  i 


22  days Clean No 


45  days do 

1  month do 


ALBION  CARDIFF— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED— Continued. 


Soal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 

grate 

surface. 

Average 
speed. 

Average 
I.H.P. 
of  main 
engines. 

Estimated 
H.P.of 

iliariee. 

Pounds 
of  coal   j 

sumed 

per 
hour. 

Name  ol'  ship. 

Ap. 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  too. 

General  ap- 
pearance as  to 
lump  and 
Black. 

How  long 
in  store. 

From 
under 
cover 
or  not. 

Bfuniiiglon  — 

Tont. 
403 

Sau  Francisco-- 

J.  L.  Howard, 
contractor. 

No 
invoice 

ceived. 

Moderately 
lumpy. 

Unknown  _ 

Under- 

6   days,    8 
hours,    44 
minutes. 

Clean 

Natural 

Fair 

Sq.  ft. 
165 

Knott. 
111.88 

726.32 

38.9 

2,037 

Concord 

401 

do 

Jno.L.Howard. 

?«.66 

Good,    clean 
coal. 

40  days 

Not 

6  hours 

—  do 

do 

-do 

165 

11.66 

800.1 

40 

2,360 

Mare  Island 

G.  S.  K 

7.95 

Small  per  ct. 
of  lump. 

Unknown  _ 

Not 
known. 

10  hours 

-do 

.-..do 

Good 

110 

8.7 

450 

40 

1,600 

Navy  Y'd,  Mare 
Island. 

do 

7.95 

Principally 
slack. 

Kec'dfroms 
brought  al 

chooner 
ongside. 

55. 24  hours. 

Good 

do 

-do 

63.3 

9 

206. 95 

1.5 

730 

Detroit 

340 

Funchal,    Ma- 
deira. 

Blandy  Brus.  & 
Co. 

4.62 

Large  per 
cent  lump. 

Unknown  _ 

Under- 

73  hours 

Clean  — 

do 

-do 

265.5 

11.4 

1,  633. 7 

30 

4,234 

Marietta 

a^e 

Mare  Island  __- 

John  Howard, 
San  Francis- 
co, Cal. 

7.95 

Large  per 
cent  slack. 

do 

From 

open 

lighter. 

48  hours 

Good 

do 

..do 

94 

10.2 

S.  306.47 
P. 307.42 
=  613.89 

18 

1,418.5 

Navy  Y'd,  Mar, 
Island. 

J.  L.  Howard, 
San  Francis- 
co, Cal. 

7.95 

Good   

do 

-do  — 

47.  97  luiurs. 

-do 

do 

..do 

94 

10.68 

531.6 

18 

1,240 

Mariettii 

do 

do 

7.95 

do 

do 

--do 

63. 76  hours- 

--do 

do 

.-do 

94 

9.56 

365.2 

16 

961 

Marietta 

1 do 

___.  do 

7.95 

-__do 

--do 

-do 

47. 63  hours- 

-do 

do 

-do 

47 

9.63 

343 

17 

842 

Marietta 

]....do 

-do 

7.9.-. 

--do 

do 

-do- 

35. 55  hours- 

-do 

- do 

-do 

47 

8.57 

267 

17 

696 

Callao,  Peru  — 

W.  E.  Grace  * 
Co. 

15.011 
Am. 
gold. 

Fair 

-do__.- 

Not 
known. 

95.67  hours 

--do 

do 

-do 

94 

10.29 

S.  369.65 
P. 363.45 
=  723 

17 

1, 709. 7 

129 

At  Payta,  from 
Callao,  Peru. 

.._do 

19.  (lO 

Fair  amount 
uf  lumps. 

No    infor- 
mation. 

No  in- 
forma- 
tion. 

15  hours 

Clean 

do 

Fair  to 
good. 

128 

6.68 

428 

1,433 

—  do 

13. 3S 

Two-thirds 
lump,  clean. 

No  data 

No 
data. 

19.75  hours. 

Good 

do 

Good 

128 

7.16 

478 

1,313 

, 

—  do 

„  . 

-_do_-. 

-Ju-. 

27  hours 

-do 

do 

-do 

128 

7.2 

511 

1,500 

1 

uf  lumps. 

150 

San   Francisco 
and  Mare  Is- 
land. 

.J.Howard 

7.90 

Fairly  lumpy, 
lew   or    no 
impurities. 

8  hours 

Dirty 

and  full 
of  scale. 

—  do 

Poor 

224 

10.2 

644 

3 

2,325 

Mai-c  Island^-- 

G.S.K,,   Mare 
Island. 

7.95 

Fairly  lumpy, 
and  some 
slack. 

3  hours 

Interior 
of  boilers 
clean, 
tubes 
dirty. 

- do 

Fair 

160 

9.46 

556.6 

3 

1,500 

MonndlM.ck  .. 

250 

Navy  Yard, 
Mare  Island. 

Oregon  Imp. 
Co  ,  contrac- 
tors, G.S.K. 

7.24 

Fair 

Just  dis- 
charged. 

From 
vessel. 

-  ''™" 

Good 

do 

Good.— 

200 

8.75 

2,250 

San  Francisco- 

Oregon   Imp. 
Co.,  contrac- 
tors, G.S.K. , 
Mare  Island. 

7.21 

Very  dusty, 
few  lumps. 

Taken  from 
vessel  dis- 
charging. 

Under. 

6  hours 

..do 

.—  do 

-do 

200 

10.1 

3,500 

Muiiailtiock  .. 



Mare    Island 
Navy  Yard. 

Oregon   Imp. 
Co. 

7.95 

About    equal 
proportion 
of  lump  and 
slack. 

Unknown  , 

-do.  .. 

243  hours... 

Clean  — 

All  natural 
draft  except 

5  hours' 
forced  draft. 

Fair  — . 

200 

8.81 

778. 68 

80 

2,726 

Monterey 

236 

Sausalito,  Cal.. 

1 

7.14 

Good. — 

5  months  t_ 

-do  — 

9  hours 

Good 

Assisted  }/^" 

Good 

238 

9.8 

1,220 

90 

3,726 

J  The  coal  whs  tak.-n  directly  from  the  vessel  m  which  i 


shipped;  in  vessel  5  months,  including  passage. 


19 


ALBION  CARDIFF— Continued. 

SHIPS'  TESTS,   ALPHABETICALLY  ARRANGED— CoNTINDED. 


I  Knots  per  I    k..._|„. 

'■"■''"     !   engtnes. 
purposes.  ;        *' 


cent  of        Character 
,  refuse.  smoke. 

i    Dry. 


3.26 
190,110         3.3 


S.  188. 51 
P.  188.  51 

188.51 


2.59 
2.34 

2.18 


11.7 
11.7 


Easily  dissipated. 


Small  in  amount,    Not  large. 


Not  large 


Gray Not  large 


Small  in  size,  but 
cling  to  grate ; 
percentage  rath- 


do-_. 

____do-__ 


Moderate. 


Light  smoke  only 
when  firing. 


Light  only  when 
firing,  easily 
dissipated. 

Easily  dissipated. 


Considerabl 
clinker  an 
clung  to  bars. 


Neither  large  in 
size  or  quan- 
tity. 

. do 


1     A 

Is  this  „„SL 
coal    "°""^ 

suited  ''.f '- 
for       '°8 

f°"=,^?  smoke 
■^^^f"  stock? 


Every  two  days 


No__   Once  in  48  ho 


No Once  in  60  hours.. 


Every    24  hours 
with  steam,  every 

4  hours  with  air. 


Prob- 
ably 
waste- 


Not 

proba- 
bly 
fairly 
well 
Biiit- 


Not 
tried, 
24  ;proba-J 


Every  4  hours  with 
air,  every  12  hrs. 
with  steam. 


Once  in  12  ho 


Every  16  hours  _ 


How  long 

ship  out  of 

dock  ? 


. do  ___ 

.___do  -_., 


^  month Clean 


Estimated 

Condition  of  '  J^J'-^J. 
ship's  bottom,      ^nj^^iij' 
upon  speed. 


Clean  . 
Good_ 


Partly  foul, 
barnacles 
and  slime. 


. do 


Fair 


Decreased 
J^  knot. 

IJ^  knots 
accelera- 
tion. 


Reduced 

about  J^ 
to  1  knot 
by  head 
wind  and 


This  coal  burns  freely  with  a 
good  draft ;  adheres  together 
on  firing ;  very  little  smoke* 
lightandsuon  dissipated.  A 
very  small  amount  of  clinker 
forms,  but  does  not  adhere 
to  the  bars  and  is  easily  re- 
moved. 

The  coal  was  good  and  burned 
freely  to  a  white  ash  with  but 
little  clinker.  There  seemed 
to  be  no  impurities  whatever, 
and  there  was  no  difficulty  in 
keeping  a  steady  pressure  of 
steam. 

(*} 


The  coal  was  principally  slack, 
and  under  forced  draft  would 
have  been  forced  up  the 
chimney. 


"hese  four  trials  were  made, 
the  first  and  second  with  two 
boilers  and  the  third  and 
fourth  with  one  boiler,  at 
different  speeds,  and  form 
part  of  one  continuous  run 
from  San  Francisco,  Cal.,  to 
Acapuico,  31exico,  with  the 

blec 


Reduced  34    Ship  steaming  into  moderate 
toXI^iJOt.;       sea    on    long    swell  during 
I      trial. 


None This  report  covers  a  run  from 

San  Francisco,  Cal..  to  Hon- 
!       olulu,  H.  I. 


*  This  coal  burned  excellently.     It  is  probable  that  with  strong  forced  draft  there  would  be  heavy  losses  due  to  the  escape  unburned  of  the  fine  dust  of  which  the  main  body  of  this  coal  is 
posed.     There  would  be  no  undue  heating  of  the  uptakes  and  smoke  pipe.     The  firing  was  done  with  regularity,  and  the  required  pressure  of  steam  was  easily  maintained, 
t  Difficult  to  remove  clinkers  from  bars. 


20 


ALBION  CARDIFF— Continued. 

SHIPS'  TEST.S,  ALPHABETICALLY  ARRANGED— CosTlNC 


CohI. 

Tried  with 

forced  or 

natural 

draft. 

.\verage 
speed. 

Average 
I.  H.  P. 

ofmain 
engines. 

Pounds 
of  coal 
con- 
sumed 

Name  of  Bliip. 

Ap- 
proxi- 
mate 
bunker 
capac- 

■l.v. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

Length  of   ;  condition 
"•■"'■         i   boilers. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Estimated 
H.P.of 

aux- 
iliaries. 

Oregon 

Ort^ou 

Oregon 

Cregou 

Petrel 

1,594 

200 

.\capulco,  5lex_ 

S«n  Francisco.. 

.-_.do-_ - 

do 

Sansalito,  Cal.. 
i  n     lighters 
from    San 
Francisco. 

Sausalito,  Cal- 
Sau  Francisco.. 

.\lcorta  A  Co- 
Oregon  Imp. 
Co. 

-...do 

do 

do    — 

do 

S18.00 

7.24 

7.14 

Con- 
tract 
price; 
invoice 
not  re- 
ceived. 

7.25 

7.14 
7.14 

Good 1 

-..do 

do 

Fair 

65  per   cent 
lump. 

Fair  percent- 
age   lump, 
little  im- 
purities. 

Lumps 

Unknown  .    Under. 

Noappreci-  -.do  — 
able  time. 

d.. do  — 

.\bont     3     Sot___ 
months. 

1 
Taken  direct  from 
vessel  in  which  it 
was  imported 
from  Cardiff, 
Wales. 

48  hours 

63  hours 

168  hours 

15  days 

87  hours 

syi  days 

305.84  hours 

Good 

__d,i 

__do 

__do 

Clean  ... 

Natural  ... 

do 

do 

do 

do 

Poor  to 
fair. 

Good. 

Fair  .... 

Good  to 
poor. 

Good 

Fair 

Good 

552  • 

.552 
414 

97.2 

93.2 
312 

Knob. 
9.1 

11.8 

9.91 
10.9 

10.36 

9.6 

11.27 

2,153 

4,684 

2,664 
2, 100. 9 

381.42 

354  68 
1,456 

175 

175 

175 
140 

10 

8 
30 

6,691 

10, 195 

6,391 
5,492 

1,188 

1,110 
3,740 

rhila.lel|.tiia  . 

1,085 

G.S.  K.,  Navy 
Yard,    Mare 
Island. 

in    which 
imported. 

Not  long 

it  was 

Ships 
hold. 

..do 

Both 

ARGTLE. 

CHEMIC-\L  ANALYSIS  M.\DE  \T  NAVY  YARD,  WASHINGTON,  D.  C. 


Sloisture 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  larbon. 

1 

Ash. 

Sulphur. 

Increase  in 
1     weight  at 
'       250=' F. 

1 

1    Phosphorus. 

1.400 

0.697 
0.901 

2.930 
0.803 

10. 678 

15.277 
17.00 

80.493 
78.193 

4.078 
4.756 

0.421 
0.274 
0.399 

'  Trace. 

i        n.4io 

1 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 

trial. 

Pouuds  1 
of  coal 

Bumed 

per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

"Where  received. 

From  whom. 

Price 
per  ton. 

I 
General  ap- 
pearance asto  1    How  long 
lump  and         in  store, 
slack.        1 

From 
under 

or  not. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Sii'^' 

.Average  Estimated 
I.H.P.      H.P.of 

engines,    iliaries. 

Dolphin 

TOIK. 

•273 

Washington, 
D.  C. 

G.  S.  K 

S2.34 

50   per  cent 
Black. 

Brought 
from  the 
mines    i  n 

unknown. 

Not  — 

12  hours____ 

Clean  __. 

Natural 

Good 

^^- 

KnoU. 
13.25 

1,060            30 

2,892 

AUSTRALIAN. 


190     Acapuico,  Mex-!  P.M.S.S.Co...      20.05  !  90    per  cent      Unk 


I20'4hours_l  Fair Natural  ___|  Fair. 


;.09  295     I  No 


BEYNON'S  NE-WPOBT  ABERCARSE. 


Raleigh 

.       460 

Bizerts,  Tunis  _ 

The  Corpora- 
tion Trading 
Co.,  Ltd. 

4.46 

30  per  cent 
lump;  clean 
coal. 

About  two 
mouths. 

No;  but!  G  hours... 
white- 
wash'd 
outside 

—  1  Not  very!  Natural  — 
clean.     | 

Fair 

380 

8.1 

966 

60 

4,715 

21 


ALBION  CARDIFF— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  AKRANGED— Continued. 


Knots  per 
,ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

Coal 
con- 
sumed 

per 
hour. 

Per 

refuse. 
Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 

work- 
ing 
of 
flres 

sivo? 

Was 

soot 

sive? 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

3.05 

2.6 

3:47 
4.24 

20.09 

19.13 
7.13 

73.5 

94.9 

78.4 
76 

99.74 

93.5 
65.92 

Lb,. 
2.8 

2.09 

2.25 
2.4 

3.04 

3.31 
2.62 

8.6 

5.8 

7.1 
10.8 

9.44 

8.97 
8 

Moderately  dense, 
dark,  easily  dis- 
sipated. 

Not  dense,  dark 
brown,    easily 
dissipated. 

....do 

Moderately  deDse. 

Dark,  but  easily 
dissipated. 

Yes.. 

No__ 

No.. 
No.. 

No.. 

No.. 
No- 

No.. 

No__ 

No.. 
No.. 

No- 

No.. 
None 

Yes- 
Yes.. 

Yes.. 

Yes.. 

Yes.. 

Yes.. 

Yes.. 

No_. 

No.. 

No.. 
No.. 

No__ 

No-_ 
No.. 

9  months  — 
11  months. 

10  months. 
6  weeks  ... 

60  days 

About  3 
weeks. 

13  days.... 

Moderat  e  1  y 
foul. 

do 

do 

Clean  

do 

do 

Fair 

None 

—do 

—.do 

Nil 

1  knot 

Wind  light, 
no  effect. 

Not  known 

Not  large 

do 

Large  in  area  and 
thin. 

Thfn,  but  large 

Small 

Once  in  12  hours... 
Once  in  24  hours... 

Once  in  4  days 

Twice  in  8  days 

Once  in  4  days 

Coal   of   a    remarkably    good 
quality. 

ABGYLE. 

BOILER  TESTS  MADE  AT  XAVY  Y.ARD,  NEW  YORK. 


Coal  furnished 
by- 

Dura- 
tion 
of 
test. 

Water 
evaporated 
(calcu- 
lated). 

Coal 
sumed. 

Coal  per 
hour per 

square 
foot  of 

grate 
surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

lent  evap- 
oratiOD 

from  and 
at  2120 

of  coal. 

Befuse. 

«*..»         Tem- 
S'^'K*-    water. 

Tejnperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Allegheny  Coal 
Co.,  813  nth 
street,  Wash- 
ington, D.C. 

Hrs. 
12 

Lb>. 
36, 791 

Lbt. 
5,400 

i6». 
11.25 

Lbs. 
6.81 

Lb>. 
8.0:5 

Per  ctiit. 
12.7 

Lbt.      Degrees 
4i.75     62.16 

May  24,'97 

This  coal  is  good  for  hlacksmitbiug  purposes. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Kevolu- 
tions  of 

main 
engines. 

Coal 

sumed 

per 
H.  P. 

h^r. 

Per 

cent  of 
refuse. 
Dry. 

Character  of 

smoke. 

Quantity  of 
clinkers. 

Was 

work- 
ing 
of 

fires 

sive? 

Waa 

soot 
exces- 
Bive? 

How  often  were 
tubes  swept? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 

wind,  sea, 

and  sails 

upon  speed. 

Remarks. 

10.26 

60.3 

Lbs. 
2.65 

5 

Not  large 

No_. 

No_. 

About  every  3  days. 

TeB_ 

No__ 

11  months. 

None 

This  coal  burned    freely   and 
gave  no  trouble  in  firing. 

AUSTRALIAN. 


8-hour  intervals. 


BEYNON'S  NTEWPOKT  ABEBCABSE. 


No.-    No._    Not  I 


:hi8  .-oal  was  one  of  the  cle 
est  and  best  which  we  li< 
tried  upon  the  station. 


22 

BLACK  DIAMOND. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

Increase  in 
weight  at 
250°  F. 

Phosphorus. 

0.572 
0.984 

2.138 

30.409 
22.59 

63.036 

3.618 

0.  227 
0.230 

0.400 

SHIPS'  TESTS,  ALPHABETICALLY'   ARRANGED. 


Coal. 

Pounds 
of  coal 

Bumed 
per 
hour. 

Name  of«hip. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
Black. 

How  long 
in  store. 

From 
under 

or  not. 

Length  of 
trial. 

Condition 

of 
boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Average;  Estimated 
I.H.P.!   H.P.of 
of  main        aux- 
engiues.    iliaries. 

Amphitrite 

Tons. 
250 

PortKoyal,  S.C 

G.  R.  Walker, 
agent. 

$3.45 

Mostly  lump. 

Just  receiv- 
ed. 

Not 

78.7  hours.. 

Clean  ... 

Natural ... 

Good 

Sq.fl. 

262 

Knots. 
7.72 

737 

30 

4,634 

Maine 

896 

-—do 

Charleston* 
Western  Caro- 
lina   Railway 
Co. 

3.26 

About  50  per 
cent  lump. 

Direct  from 

-do... 

3)4  days 

Clean  and 
good. 

-..do...... 

...do 

430. 38 

11.8 

2,678 

400 

7,600 

Newark 

809 

....do 

R.R.Co.atPort 
Royal,  S.C. 

3.75 

About  20  to 
26  per  cent 
lump. 

No  data 

No  data 

10  hours 

Not  very 
clean. 

do 

Fair 

270 

9.8 

914.6 

100 

3,100 

CAHABA. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

weight  at 
250°  F. 

Phosphorus. 

1.030 
1.320 

3.130 
1.900 

24. 940 
25. 705 

67.430 
64.329 

3.268 
6.696 

0.192 
0.051 

0.018 
0.003 

SHIPS'  TESTS,  ALPHABETICALLY'  ARRANGED. 


Coal. 

Length  of 
trial. 

Condition 

of 
boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 

grate 
surface. 

.\verage 
speed. 

I.H.P. 
of  main 

Estimated 
H.  P.  of 

iliaries. 

Pounds 
of  coal 

sumed 
per 
hour. 

1 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

Texas 

Tom 
8  0 

Galveston,  Tex. 

Fowler  4  Mc- 
Vitie,  Galves- 
ton Coal  Con- 
tractor. 

$6.60 

No  data  ... 

No  data 

24  hours 

Ri.  /I. 
531.6 

Knott. 
10. 1 

CAMBRIAN  NAVIGATION. 


Minneapolis..!  1,891  |  Genoa,  Italy...  Dufont&Biuzzo     ?4.14     Good 6  days 


Under.   72  hours Cle 


Good 660.1         10.4       1,420 


23 


BLACK  DIAMOND. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

en''gi'nes. 

Coal 
sumed 

per 
hour. 

Per 

cent  of 
refuse. 
Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 

work- 
ing 
of 

fires 

Was 

soot 
exces- 
sive? 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 

smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Kstimated 
e fleet  of 
wind,  sea, 

upon  speed. 

Remarks. 

4.03 
3.64 

7.01 

Lbs. 

8 
8.5 

7.61 

Dense,  dark-gray 
color,  not  easily 
dissipated. 

Very  dense,  dark, 
not  easily  dissi- 
pated. 

Darkand  not  very 
readily    dissipa- 
ted. 

Not  large 

No— 
No.. 

No.. 

Large 
quan- 
tity. 

No.. 

Not 
very. 

No- 
No__ 

No- 

3  months  — 
6  months 

2  month8__ 

Fairly  clean. 
Fair 

Fairly  clean  _ 

83.57 

60 

2.3 

3.0554 

Not 
well 
suited 

None 

do 

This  coal  is  very  free  burning, 
and  gives  off  much  flame. 
Even    with     natural     draft 
mure    than  25  pounds    per 
square  foot  of  grate  per  hour 
was  burned  for  a  short  lime, 
when  not  on  an  allowance. 
With    forced    draft    undue 
heating  of  smoke  pipes,  etc., 
would  be  expected. 

The  manner  in  which  this  coal 
burns  and   its  t;eneral   effi- 
ciency aie  very  satisfactory. 

Once  in  48  hours — 

*Not  enough  steaming  data  tu  judge,  but  probably  i 


CAHABA. 

SHIPS'  TESTS,  ALPHABETICALLY    ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Kevohi- 
tions  of 

main 
engines. 

Coal 

sumed 

per 
H.  P. 

h^ou-r. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 

fires 
sive? 

Was 
soot 

sive? 

How  often  were 
tubes  swept"? 

Is  this 
coal 
suited 

for 
forced 
draft? 

Any 
undue 
heat- 

'o7 

smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

3.53 

Lbs. 
3.  SB 

9 

_     _ 

On  arrival  in  port  . 

1 

1 

24  days. 

CAMBRIAN  NAVIGATION. 


Not  large :  No |  No_ 


Each  48  hours I  be-   No. .|  Not 2 weeks  :  CI 


24 


CARDIFF. 

TEST.',  ALPHABETICALLY  AEKANGED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 

grate 
surface. 

Average 
speed. 

Average 
I.  HP. 
of  main 

Estimated 
H.P.of 

iliaries. 

Pounds 
of  coal 

Bumed 
per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

BoEton 

Tom. 
495 

NaEEsaki, 
Japan. 

M.  Gerisburg  & 
Co. 

SU.68 

About  30  per 
cent  lump. 

1  week 

Under. 

30  hours 

Fair 

Natural ... 

Fair 

Sq.ft. 
286.60 

Knott. 
10.73 

939.2 

90 

4,113.3 

Kobe,  Japan... 

Geo.  J.  Perry 

&Co. 

11.94 

About  25  per 
cent  lump. 

Directfrom 
steamer. 

-do 

68  hours 

-do 

. do 

..do 

286, 60 

9.06 

749. 62 

90 

4, 040. 8 

Boeton 

Chemulpo, 
Korea. 

M.  Gerisburg* 
Co. 

13.54 

About  30  per 
cent  lump. 

Abont   6 
months. 

.-.do 

48  hours 

..do 

..-do 

Good 

286.6 

10.25 

1,145.83 

120 

3,708.01 

Bustun  __ 

Nagasaki, 
Japan. 

...-do  

11.45 

About  40  per 
cent  lump. 

About  5 
months. 

—do 

64  hours,  35 
minutes. 

—do 

do 

-.do 

286.6 

10.44 

1,149.60 

120 

3,954.5 

"Miantouomoh 

2li0  \  Key  West,  Fla- 

Eugliehsteamer 
"  Restormel." 

3.87 

Appeared  to 
be  weath- 
ered. 

Not  known. 

From 
hold  of 
vessel. 

10  days, 
whileon 
blockade. 

Fair, 
tubes 
scaled. 

do 

Fair 

From 
246.    to 
266.5. 

No  rec- 
ord ;  on 
block- 
ade. 

No  rec- 
ord; on 
block- 
ade. 

No  rec- 
ord. 

1,600 

Monocacv.... 

•229     Shanchai,  China 

L.Chenler&Co. 

9.55 

Fair . 

do 

Under. 

10   days, 
anchoring 
nights. 

Clean  — 

—do 

-do 

19  feet 
in  each 
furnace. 

Steam- 
ing up 
Tangtse 

600 

No  auxil- 
iaries. 

2,398 

Mouocacy 

do 

do 

9.06 

do 

-—do 

..do 

do 

..do 

do 

..do 

-do 

—do 

600 

..do 

2,398 

Monocaiy.___ 

1....0  ......__. 

11.08 

....do  

3  weeks  — . 

..do 

6     days, 
anchoring 
nights. 

Good 

—-do 

—do 

266 

-do 

689 

None 

3,360 

JTi.nocftcj- 

do 

10.25 

do 

-do 

-.do  .- 

do      -  - 

..do 

do 

..do 

266 

..do 

689 

.-do 

3,360 

Paymaster 

12.25 

Good  propor- 
tion of  lump. 

Unknown  - 

Not 

16  hours 

..do 

-—do 

—do 

315 

7.3 

3,217 

W.  I. 

CLEARFIELD. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

Increase  in 
weight  at 
250°  F. 

Phosphorus. 

0.831                   1.019 

17. 969 

70.036 

8.729 

1.416 

0.481 

0.005 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Average 
I.H.P. 
of  main 
engines. 

Estimated 
H.  P.  of 

iliaries. 

Pounds 
of  coal 
con- 
sumed 
per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

MTiere  received.      From  whom. 

• 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  aud 
slack. 

How  long 
in  store. 

From 
under 
cover 
or  not. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
Buriace. 

Average 
speed. 

Alliance 

Aiiiphitrite  — 

Tom. 
169 

250 
1,795 

Navy  T'd,  New 
York. 

Tompkinsville. 

League  Island, 
Pa. 

•Clearfield  Coal 
Co. 

*G.  S.  K.,  Navy 
Y'ard,     New 
York. 

G.S.K 

82.00 

2.00 
1.63 

Slack 

65  per  cent 
slack. 

Fair  per  cent 
lump. 

Direct  from 
mines. 

Unknown . 

Direct  from 

Direct 
from 

Not 

..do 

12  houre 

28  hours 

24  hours 

Good 

Clean  ... 

Good and 
clean. 

Natural 

do 

....do  

Good 

Fair  .... 
Good 

Sq.ft. 
96.3 

378 
467 

Knoll. 
4.4 

8.7 
10.8 

102.1 

658.2 
2, 660. 09 

None 

36 
177 

1,000 

3,316 
8,614 

mines. 

*FroTn  Empire  Big  Vein  Mine. 


Knots  per 
ton  of  coal 
consumed 
j     for  all 
purposes. 


Coal 

Bumed 
per 
H.P. 


cent  of 
refuse. 
Dry. 


CARDIFF. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Is  this!j,-^5J^ 

/??',jheat-  Ho 

suited     .    „  „.. 

for    I    '"g  ^^'f-  — 

'f„I.„L'     "f  dock 

,^0"^?' smoke 

I*™** '-stack? 


long 
out  of 


Estimated 
Condition  of'     ^.T^ct  of 
ship's  bottom.      ^„j^i7^' 
upon  speed. 


5.58 
5.02 
6.18 
6.614 
(•) 


Steaming 
against 
current. 


47.4 
44.0 
48.09 
47.'8 


6.037 
11.82 
14.45 

0.993 


Easily  dissipated.   Not  large. 


Easily  dissipated. 


._do 


No__   No..   Every  60  hours -. 

Tes  _|  No !  Every  48  hours 

No do' 

Every  60  hours 

Every  3  days 


do No.. 


Once  in  24  hours.. 


No do 


Nol.   No_-_' do 

No..   No..!  Once  in  48  hours., 


62  days. 
76 days. 
230  days 


Slightly  foul. 

...-do 

Foul 


No 6  days 

No__   21  months. 


Cle 


. do 

Fair 


*Ship  lying-to  a  larf;e  portion  of  the  time,  and  speed  variable. 


CLEARFIELD. 

BOILER  TESTS  M.\DE  AT  NAVY  YARD,  NEW  YORK. 


Coal  furnished 
by- 

Dura- 
tion 
of 

test. 

1                Coal  per 

Water     1    „     ,     hour  per 

evaporated  [      '""        square 

(calcu-     I  „ .",      foot  of 

lated).      j™'""^'      grate 

j                 surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

lent  evsp- 

from  and 
at  SliO 

per  pound 
of  coal. 

Refuse. 

Steam 
pressure 

per 
gauge. 

Tem- 

i.*!^!!'!".-    Temperature 
'feed'      ofSptake. 
water. 

Date. 

Lump  coal. 

Bemarks. 

II.  Duncan  A- Son 

Hr«.            Lbn.         i      lbs. 
24.66        77.874      '  11.400 

U>.     i     Lb,. 
12.  165  !     6.831 

Lhi.      Per  cent. 
7. 454       16. 03 

Lb,. 

Lead  fused 

Aug.  9,  'ii3 

Per  cent. 
5 

Burned  freely.    Moderately  long  yellow  flame.    Cakes  and 
breaks  into  small  pieces.     Clinkers  large.     Dark-gray  ash 
and  lead-colored  smoke.    Soot  black  and  in  large  grains, 
evidently   large   per  cent   of   carbon.     Lumps   contained 
traces  of  iron  pyrites  and  earthy  matter. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

main 
engines. 

Coal 

ii^'cenrof 
^%        refuse. 

per-        K^' 

hour. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 

work- 
ing 
of 
fires 

sive? 

Was 

soot 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
uudue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
sbip'sbottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

9.86 

5.38 
2.87 

.     Lbs. 
33.3       1     9.8 

52.6           4.88 
67.2       1     3 

10 

8.5 

Not 
hoisted 
out  reg- 
ularly. 

Dense,  dark 

Considerable  and 
small. 

Yes.. 

NO.. 
No.. 

Yes.. 

No.. 
No._ 

Every  12  hours 

Once  iu  24  hours 

Not  during  trial  — 

Not 
deter- 
min- 
ed. 

No 
data. 

No 
trial. 

No__ 

No.. 
No.. 

4  days 

5  mouths 

About  130 
days. 

Good 

Little    or 

sipated. 

Dark  brown,  eas- 
ily dissipated. 

Not  excessive 

Slightly  foul. 

No  effect .. 

Steaming  in  squadron. 

26 
CLEARFIELD— Continued. 

SHIPS-  TESTS,  ALPHABETICALLY  ARRANGED— CoNTI^• 


Ap- 
Name  of  ship.  |  proxi- 

I  cu|)ac-  i 
ity.    I 


General  ap- 
Price     pearance  ae  to 
per  ton.       lump  aud 
slack. 


From       HiSV  -' 
uDder 


Tried  with 

forced  or 

natural 

draft. 


I  Pounds 
Average  Estimated'    of  coal 
Average;  I.  H.  P.  I    H.P.of 
speed,    of  main  I      aux-  sumed 

engines.'    itit 

hour. 


Navy  Yd,  New  *MorriBdaleCoal|     SI.  90 
York.  Co.,     Mine 

I       No.  3.  1 

do '*ClearfieId  Coal 


Massachusetts 

Massacbusetts  . 
Massacbu  sts  . 

New  Orleai 

Newport  _ 


I do 


New  Y'ork *MorrisdaIeCoal 


Clearfield  Coal 


Yankee 1,000 


Fresh  from   i  24  h  ours.  . 


Slack  and  im- 
pure, largt 
per  cent. 


1.901    Fair,  very  lit- 
'      tie  lump. 

1.00  Large  pro- 
portion of 
slack.  No 
impurities 
observed. 


Clearfield  Coal 


2.00 


SmaJI     pe 


Poor,  fine,  a 
good  deal 
of  slack. 


Rec'd  frum 
24  hours 


Good, 
Excellent 


4  hours Good 


10.68  12,833.5 


13.2 
10.27 


1,491 
267. 61 


3,300; 
no  iudi- 
cator. 


*From  Empire  Big  Vein  Mine.         t  Received  from  i>artially  discharged  llghte 

COALBROOKE  VALE. 


627      Lisbon, 


.\becassir  Bro8-l  22  ehil-     40    per  cent    From      10  hours '  Clean  ___|  Forced Fail 

lings.  lump.  ship. 


563  12.9  Est.  75 


COMOX. 

CHEMICAL  ANALYSIS  MADE  AT  N'AVT  YARD,  WASHINGTON,  D.  C. 


Moisture. 

NoncombuBti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

.^h. 

Increase  in 
Sulphur.           weight  at 
1        250°  F. 

Phosphorus. 

0.745 

1.6a5 

22.717 

58.400 

15. 867 

0.666 

0.830                   0.021 

27 

CLEARFIELD— CosTliOJED. 

SHIPS'  TESTS,  ALPHABETICALLY  ABBASGED— CoxT 


(Knots per  •o„^„^„ 

consamed  |     «,»;« 

^«'' »"     I  engines. 

purposes.         '^ 


Per 
cent  of 
refuse. 
Dry. 


?oal    '"'<i''«  Estimated 

oited'  "-'- 1  .??- long     Condition  of     jETli 


2.72 

S.  116970 
Ave.  90  ; 
P.  155769 
Ave.  89.88 

3.54 

S.76.2S 
P.76.M 

3.48 

S.86.94 
P.  86. 96 

6.69 

94.17 

19.9 

99.8 

Darkbrown.dense'  Not 


eaaily  dissipated. 
Dark,  denee Medii 


70. 2  2. 3 


51, 538         5. 1 


Heats 

smoke 
pipes. 


Con- 
sider- 
able. 


13.42     Dark Large,  consider- 

I  able. 

18.90 do Large 


Not  swept ,  Yes. 


24tu36hourB. 


15 


do 

Dark,  eafily  die- 
Dark 

Dark,  and  easily 


15  Easily  dissipated-    Not  1. 


Not  larger- 


Medium 


Not    necessary 


No_ 


1.82       Est.  15. 


Easily  dissipated. 


Rather  large Yes.. 

Large Yes_. 


On  arrival  port  _ 


Yes Every  24  hours  _ 


7  months 
and  10 
days. 


2  months 
and  8 
days. 

2  months 
and  19 
days. 


5  weeks '  Clean  . 


Not  clean Little 


Clean Xoue_, 


Speed 
1.75  knots. 


Making   68    revolutions   with 
the    expectation    of    giving 


A  heavy  dull-appearing  coal, 
but  fair  steaming.  This 
coal  is  very  dirty,  with  a 
large  percentage  of  waste. 


Four  boilersin  use;  three  would 
have  furnished  the  power. 

3oal  is  lusterless  in  appear- 
ance and  contains  much 
slack;  coheres  in  coking, 
forms  considerable  ash,  little 
clinker,  and  no  glassy  slag. 


4  months..,  Fair [  None— 


7i  months.!  Foul  . 


Poor  in  quality,  dirty,  large 
percentage  of  ashes,  does 
not  supply  steam  sufiBciently. 


8  months do  . 


F&vorable 
to  draft, 
no  sails. 


COALBROOKE  VALE. 


COMOX. 

BOILER  TESTS  MADE  AT  NAVY  YAED,  MAEE  ISLAND,  CAL. 


Water 
evaporated 


iCoal  per    Water      Eqaiv; 
P     .     hour  per!  evapo- 


square  I    rated 
foot  of        per 
grate    |  pound 
surface,  of  coal. 


I        I 

Eefuse.!P'^^'""''tSreof 
i  S'^S"-    watCT. 


E.  Dunsmuir, 
Sons  &  Co.,  340 
Stewart  St., 
SanFi 


Tin  and  lead 
melted;  zinc 
did  not. 


28 


COMOX — Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 

grate 
surface. 

Average 
speed. 

Average 
I.  HP. 
of  nmin 
engines. 

Estimated 
H.P.of 

Pounds 
of  coal 

eumed 

per 
hour. 

Name  of  ship. 

Ap- 
proxi-                                  1 

buuTer^l'-^ --'-''■  1 
capac- 
ity. 

From  whom. 

General  ap- 
Price     pearanceasto 
per  ton.      lump  and 
I         slack. 

i 

How  long 
in  store. 

From 
under 

cover 
or  not. 

T07U.    \ 

190  j  Direct  from 

Union  Colliery 
Co. 

1 
83.50 

90  per  cent 
lump. 

Freshly 
mined. 

Direct 
from 
mines 

14  hours 

Good; 
clean. 

Natural  ... 

Good 

sq.  ,n. 

126 

Knots. 
10. 136 

506 

None  in 

1,520 

Alert 

.—  do 

...do 

3.50 

80   per   cent 
lump. 

—-do 

Freshly 
mined. 

16  hours 

Fair 

-—do 

-do 

90 

8.146 

305 

..do 

1,162 

Concord 

382 

Port    Angeles, 
Wash. 

E.  E.Caiue 

0. 25 

Fair  amount 
of  tump;  no 
impurities. 

Not  known 

Not 
known. 

4  hours 

Clean  — 

do 

Fair  . 

165 

Not 
taken. 

900.5 

43 

2,871 

Sitka,  Alaska.. 

Pacific  Coast  S. 
S.Co. 

9.17 

Fair  average. 

-—do 

Not ... 

6  hours 

..do 

do 

Good 

166 

-do 

864.3 

40 

2,700 

Comox,  B.  C  ... 

Union  Coal  Co. 

3.60 

Fairaverage; 
no  impuri- 
ties. 

From  mine 

From 

12  hours 

-do 

do 

..do 

166 

11 

1,009 

40 

2,430 

236 

Sitka,  Alaska  ._ 

Gov't  coal  pile. 

Not 
known. 

Fair - 

Not  known 

Not... 

51.58  hours- 

Good 

do 

-do 

94 

By  pat- 
ent log, 
11.13 

611.17 

20 

1,872 

Slohicau      ___ 

160 

Mare  Island 

G.  S.  K.,  Mare 
Island. 

7.00 

Large  lumps 
anil  dirty. 

8  hours— 

Clean  in- 
side, tubes 
dirty. 

....do 

Fair 

160 

9.31 

646.6 

3 

1,800 

Honolulu,  H.I. 

U.S.  consul gen- 

11.90 

Clean,  fairly 
lumpy. 

Dnder- 

-—do 

Fair  — . 

.-..do 

-do 

4  boilers 
128 

7.2 

444 

3 

1,440 

Mouterey 

2:iO 

Port    Angeles, 
Wash. 

E.  E.  Caine  i 

Co.,  Seattle. 

5.50 

Good 

Fresh  from 

Not ... 

48  hours 

Good 

Assisted  by 
blowers  for 
short  inter- 
vals. 

Good 

360 

9.24 

1,395 

90 

4,676 

Navy  Y'd,  Mare 
Island. 

Navy  Yard  .... 

7.00 

do 

Taken  from 
collier. 

Dnder- 

44  hours-— 

Fair 

N;itural  — 

..do 

292 

8.16 

697 

90 

'2,568 

Oregon 

1,  594 

Port    Angeles, 
Wash. 

E.  E.  Caine  4 
Co.,  Seattle. 

6.25 

..-.do 

Not  known 

Not 
known. 

68  hours 

Good 

do 

..do 

414 

11.63 

2,495 

160 

6,438 

PuECt   Sound 
Naval  Sta. 

.-..do 

6.50 

Freeh  from 
mine. 

Fresh 
from 

64  hours 

..do 

do 

Fair  .... 

414 

11.9 

2,286.3 

140 

6,836 

PhUHdelphia  . 

1,020 

Port    Angeles, 
Wash. 

Dunsmuir^Co 

5.25 

Lumji 

Not  known 

Not 

64. 82  hours. 

.-do 

Both 

Good 

312 

11.29 

1,367 

30 

4,470 

29 


COMOX— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Kuotsper 
ton  of  coal 
cunsumed 


4.44  102.5 


Per 

cent  of 
refuse. 
Dry. 


,(lo 


do 


Dark  in  color 


Easily  dissijiated. 


_do 


Average  quantity 


Is  this 

coal 
suited 


Intervals  of72ho 


About  every  3  days. 


_do 


Every  other  watch. 


Any 
unduf 
heat- 


How  long 

ship  out  of 

dock? 


Estimated 

efifec"  of 

wind,  sea, 

and  sails 

upon  speed. 


No__    10  days 


No 9  weeks  . 


'onvoying  another  vessel. 
Running  at  varying  speeds. 
This  coal  has  proved  satisfac- 
tory inthe  "Alert's"  boilers. 

["hese  data  were  secured  while 
making  the  inside  passage  to 
Sitka,  Alaska.  The  speed  of 
the  vessel  was  not  recorded 
in  the  ship's  log.  The  coal 
burned  excellently,  and  the 
pressure  of  steam  and  revo- 
lutions of  the  engines  were 
kept  practically  constant 
with  little  effort. 

rUe  only  opportunity  for  test- 
ing this  coal  was  during  a 
run  in  the  inland  passages  in 
Alaska,  when  the  speed  was 
not  taken. 

The  conditions  under  which 
th  is  coal  was  used  were  excel- 
lent. The  sea  was  smooth 
and  draft  good.  It  is  proba- 
ble that  with  strong  forced 
draft  there  would  be  undue 
heating  of  the  uptakes  and 
smoke  pipe. 

J  to  J  knot  During  2  hours  of  period  an 
average  of  207.3  revolutions 
were  maintained  with  nat- 
ural draft,  with  an  average 
speed  by  patent  log  of  11.85 
knots,  but  the  increased  con- 
sumption of  Comox  coal 
necessary  to  maintain  the 
number  of  revolutions  was 
found  to  cause  undue  heat- 
ing of  uptakes. 


Non 


roul 


Retardation 
y^knoi 
hour. 


Steam  followed  .36  of  stroke 
high-pressure  cylinder  and 
.75  stroke  low-pressure  cyl- 
inder. Vacuum,  25  inches. 
High  and  low  pressure  cylin- 
ders developing  about  equal- 
ly. Coal  dull  and  dirty.  No 
coal  was  used  for  any  other 
purpose  than  steaming  dur- 
ing the  test. 

Steam  followed  .3  of  stroke 
high-pressure  cylinder  and 
.75  low-pressure  cylinder. 
Viicunrn  by  indicator  cards, 


Blowers  used  at  intervals  with 
bulkhead  doorsopeo.  Clink- 
ers easily  removed. 


Ship  light,  mean  draft  for 
above  time  24'  4",  Slip  of 
propeller  only  7.7  per  cent 
Strong  (ollowing  breeze  aud 
heavy  following  sea.  Con- 
siderable pitch  in  ash-pits. 
The  steam  ligliter  brought 
the  coiil  directly  from  the 
mine  to  the  ship,  hence  it  is 
supposed  that  itliud  just  been 
taken  from  the  mines. 


*  The  output  of  the  Comox  mines  is  generally  screened,  the  slack  and  finer  portions  being  retained  for  conversion  into  coke.    This  special  lot  was  of  most  excellent  appearance,  while  the 
i  combustion  compare  favorably  with  those  of  Cardiff  coals,  burned  by  this  vessel  in  the  past.     It  was  very  easily  fired,  the  formed  clinker  not  adhering  to  bars. 


30 


COKY'S  MEBTHYR. 

SHIPS'   TESTS,  ALPHABETICALLY   ARRANGED.. 


Coal. 

liameofsbip. 

Ap- 
proxi- 

capac- 
ity. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 

slack. 

How  long 
in  store. 

From 
under 

or  not. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Average 
I.H.P. 
of  main 
engines. 

Estimated 
H.  P.  of 

of  coal 

sumed 

per 
hour. 

AlliaDcc 

Tou*. 
169     St.  Thomas, 
D.  W.  I. 

Bronsted  &  Co. 

J7.00 

Good  propor- 
tion lump. 

8  days 

Not 

8  liouis 

Good..__ 

Natural .._ 

Good 

96.3 

KlIO/S. 

5.8 

112 

None 

1,420 

Bancroft 

2(«      Ilerniopolis,  is- 
land of  Syra, 
Greece. 

A.    E.  Mavro- 
gordato. 

4.37 

Good,  clean; 
moderate 
amount  of 
lump. 

1  month 

Under. 

8  hours 

..do 

- do 

—do 

87.75 

7.7S 

276 

35 

890 

Cinciuimti 

460     Sm.vrua,Tnrkey 

Whithall  &  Co. 

4.38 

50  per   cent 
lump. 

..do  ... 

24  hours 

-do 

—.do 

Fair 

xn 

9.9 

1,050 

6U 

4,000 

Cincinnati 

Genoa,  Italy... 

E.  Jonershon 

M.60 
in  gold. 

40  per    cent 
lump. 

Not  known 

..do.— 

- do 

..do 

do 

-do 

.361 

11.4 

1,0.31 

00 

4,400 

Detroit 

340     Xaples,  Italy .. 

Vinceuzo  Val- 
picelli. 

4.46 

Fair  per  cent 
lump. 

Unknown  - 

__do 

12  hours 

Clean 

do 

Good 

218.16 

11.9 

1,169.16 

30 

3,816 

Machias 

292      Aden,  Arabia.. 

Lerke  Thomas 
Co. 

7.50 

Lumpy ;  lit- 
tle slack. 

Direct  from 
collier. 

24  hours. 

..do 

....do  .^... 

Fair 

120 

10.2 

529.18 

26 

1,380 

MinneapoIiB.. 

1,891      Venice,  Italy  __ 

A.  Milloeevich. 

5.32 

Fair  propor- 
tion lump. 

15  days 

Not  -.- 

22  hours..-. 

..do 

do 

—do 

641.44 

9.68 

1,487.97 

54.60 

4,818 

Raleigh 

460 

Algiers,  Algeria 

Lymsbre    & 
Fills,  jr. 

4.13 

About  30  per 
cent  lump. 

3  days 

__do  ... 

48  hours 

Fairly 
clean. 

- do 

2  blowers 
on    after 
fire  room 

280 

9.7 

906 

85 

4,600 

Raleigh 

Smyrna,  Asia 
Minor. 

T.  Bowler  Rees 
ii  Co. 

5.35 

35  per    cent 
lump. 

6  weeks 

Under. 

24  hours 

Clean 

-.-do 

Poor- 

342 

9.3 

850 

60 

4,641 

Raleigh 

Algiers 

A.  Legeinbre  & 
Son. 

4.31 

do 

Just  ar'v'd 
from  mines. 

From 
st'm'r 
direct. 

44  hours 

Not  very 
clean. 

....do  

Fair 

380 

7.5 

748 

60 

4,780 

Riileigh 

Messina 

i 

Bonanno    S: 

Fischer. 

3.65 

About  30  per 
cent  lump. 

About20 
days. 

Under. 

22  hours.... 

Good.... 

do 

-do 

342 

8.6 

935 

60 

5,100 

Genoa,  Italy... 

G.  JoamshOD  & 

Co. 

4.78 

Good ;  about 
30  per  cent 
lump. 

2  weeks 

Not;  in 
light- 

48  hours 

Clean  and 
good. 

280 

8.1 

580 

85 

3,700 

' 

A.    E.    Mavro- 
gordato. 

4.62 

Good;  30  per 
cent  lump. 

1  month 

Under. 

12  hours 

Good; 
fairly 
clean. 

-..-do  

—do 

254 

8.35 

695 

76 

3,440 

San  Francisco. 

627  1  .\lgiers,  Algeria 

Legeinbre  etCie 

4.01 

G5  per    cent 
lump. 

Nut  known 

Not 

8  hours 

Good 

Natural 
and    as- 
sisted. 

Good 

276.6 

11.4 

1,943.64 

72 

4,160 

31 

CORY'S  MERTHYR. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  uf  coal 
consumed 

for  all 
purposeB. 


5.5 

70.  .3 

5.8 

78.1 

7.U1 

106 

16.12 

132 

4.15 

65.1 

60.4 
56.9 


Per 

cent  of 
refuse. 
Dry. 


Easily  dissipated. 


Moderate,  brow 
lark,  not  dcnsi 
Light  gray  _— , 


Quite  black, 
quickly  dissi- 
pated. 


Not  large,. 

Small  in  si: 
quantity 

Small 

.___do 

Not  large- 
Large 

Not  large,. 


Not  dense ' do  . 

I 

Dense,  dark I do  . 


Not  dense,  easily 
dissipated. 


Light  smoke, 
easily  dissipated. 


Easily  dissipated- 


fires 
sive? 


Is  this 
coal 
suited 


Not  determined. 


Once  in  24  hours 


Once  in  24  hours.. 
Not  swept 


Not  during  the  time 


Not  on  nin  _ 

Not  during  i 


How  long 

ship  out  of 

dock? 


8  months. 
4  days 


5  months, 
26  days. 


6  months. 
Just  out— 


Slightly  foul. 
Clean 


Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 


None-- 
do 


Run  of  the  mine  coal. 
Run  of  the  mine  coal. 


This  coal  is  a  soft  vaiiety  and 
burns  out  very  rapidly,  giv- 
ing a  good  flame  and  small 
amount  of  ash.  Underforced 
draft  an  enormous  quantity 
can  be  burned,  and  it  would 
be  Jidvisable  for  forced  draft 
to  obtain  a  harder  variety  of 
bituminous  coal. 

Except  when  the  wind  is  strong 
ahead  or  ou  the  beam,  the 
draft  is  very  poor.  This 
necessitated  running  two  of 
the  forced-draft  blowers  in 
this  case,  which  reduced  the 
economy  of  the  coal  to  a 
certain  extent. 


S.  Doc.  313,  59-1- 


32 
CUMBERLAND  (BIG  VEIN). 

CHEMICAL   ANALYSIS  MADE  AT   NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture, 

Noncombusti- 

ble  Tolatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

weight  at 
250°  F. 

0.995 
0.691 

O.T<ll 
1.199 

16.114 

17. 1C3 

74.87 
70. 701 

7.32 
9.963 

0.14 
9.343 

0.300 

8HIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


I  Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 


Where  received. 


Castine 


Concord !      401     Honohilu,  H.  I. 


Hamilton \ i  Key  West,  Fla.    Schr, 


236  !  Naval    Basi 
!        Key  West. 


250  I  Off  Cardenas... 


Panama  R.  R. 


Boston  Fruit 
Company. 


General  ap- 
pearance as  t( 
per  ton. '     lump  and 
slack. 


No     impnri- 

Httl'e  lump. 

Rich-look- 
ing, 40  per 
cent  lump. 


Good  propor- 
tion  of 
lump. 


Not  known     Under. 


Taken  from     Open 
lighter. 
Bchoon- 


48  liours- 
8  hours... 


..do do 


Tried  w 
forced  or    I    Kind  of 
natural  draft, 

draft. 


Natural —    Good. 


do 


Area  of 
grate 
surface. 


Average  Estimated 
r.H.P.      H.P.of 


DERBYSHIRE  (ENGLISH). 


4  days Not —    24  hours Not  clean     Natural 


273.15      10.42 


1, 250. 72         40 


DOWLAIS  MERTHYR. 


Castine.. 
Detroit.. 

Ralngh  . 

Raleigh  . 


Para,  Brazil ...'  Booth  &  Co 


Aden,  Arabia  . 


8.57 
7.62 


Good,  about 
40  per  cent 
lump. 


Not  known. 

Under. 

Unknown  _ 

-do 

Discharged 

-do 

from 

steamer. 

Taken  from 

Yes,  in 

collier. 

collier. 

136  hours 

135.16  hours 
236  hours... 

168  hours... 


Good 

Clean  ... 

(*) 

Good 


Natural . 
do 


Good 

120 

8.05 

470.04 

-do 

172 

9.69 

835.2 

Fair 

(t) 

9.14 

1,005 

-do 

407 

10 

1,013 

*Good,  except  boiler  F  had  two  leaky  tubes  which  caused  its  fires  to  be  transferred  to  C  and  D.    C  had  one  leaky  tube  for  12  hours. 
tl45  hours,  280  ;  13  hours,  407  ;  70  hours,  394  ;  8  hours,  267. 


33 


CUMBERLAND  (BIG  VEIN  I. 

SHIPS'  TESTS,  ALPHABETICALLY  AKKANGED. 


Kuotsper 
ton  of  coal 
cousumed 

for  all 
purposes. 

Revolu- 
tions of 

engines. 

Coal 
sumed 

per 
hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 
of 
flres 

Was 
soot 
exces- 
sive? 

how  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 

heat- 

'o°f 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

13.1 

443914 

3.2 

16 

Dark,  easily  dis- 
sipated. 

Not  large 

No.. 

No.. 

Not  swept   during 
trial. 

Yes.. 

No.. 

19  dajfs 

Coal  contained  large  amount 
of  slack,  made    more   than 
average  amount  of  clinker. 
Work    of  firing  hard,   but 
not  excessive. 

11.57 

74.5 

3.47 

12 

Easily  dissipated- 

.—do 

No.. 

No.. 

Not  necessary 

Tes.. 

No.. 

1  month... 

-...do  

Nil 

7.17 

79 

3.6 

18.4 

Light  brown 

-—do 

No.- 

No.. 

Once  in  72  hours... 

Tes.- 

NO.. 

165  days... 

Moderately 
foul. 

1  knot 

29.1 

62.16 

3.89 

18.42 

Dark 

No.. 

No.. 

Not  duriug  trial 

Not 
deter- 

No.. 

3  months 

Foul 

ble. 

13.8 

S.70851S 
P.708426 
Ave.  163. 

3,05 

18.4 

Dark  in  color 

Large,  but  easily 
broken  to  pieces. 

Yes.. 

No.. 

Every  12  hours  by 
steam ;    every  4 
hours  by  air. 

Not 
tried. 

No.. 

About  12 
months. 

Probably  fair 

None 

14.64 

183.13 

2.47 

So 

Light  in  color  — 

Large  in  sire  and 
quantity,    but 
separate  easily 
irom  grat«. 

Mod- 
erate. 

No.. 

Every  watch  with 
air;      every     12 
hours  with  steam. 

Not 
tried, 
proba- 

bly 
suited 

No.- 

About    7 
months. 

Probably 
foul,  judg- 
ing from 
speed  rela- 
tive to  revs. 

%  <»  a 

knot  re- 
duction. 

6.83 

109.6 

3.30 

9.7 

Dense,  dark, 
easily  dissipated. 

Not  large 

No.. 

No.. 

Yes.. 

No._ 

169  days... 

Foul 

6.7 

55.6 

13 

Dark 

—.do 

No.. 

No- 

Once in  48  hours  ... 

Yes.. 

No.. 

Ill  days... 

DERBYSHIRE  (ENGLISH). 


Dense,  dark  gray.  Not  large,  but 
not  easily  dis- i  were  tough  and 
sipated.  tenacious. 


Con- '  Once  in  2  days 
sider- 1 
able  I 


(■^-    No 


*  Not  tried  ;  thought  not  well  suited. 

DOWLAIS  MERTHYR. 


11.6  1011254 
7.77  87.5 

5.  24  69. 7 

4. 68  75. 6 


15.6 
11.5 


Light  gray,  easily  i  Not  large 
dissipated. 


Dark  gray i do  . 


No.. 
No.. 


No..   Once  in  72  hours...!  Yes  . 

No__    Once  in  48  hours '  Tes, 

About    once    in 


No_. 


Once  during  i 


Foul 

Partly  foul  _ 
Clean 


Against 
ship,  aver- 
age s  knot 
per  h  o  u  r 
fortheen- 


34 


DUCKENFIELD  (ATTSTBALIAN). 

CHEMICAL  ANALYSIS  SIADK  AT  NAVY  YARD,   WASHINGTON,  D.  C. 


Mouture. 

Koncomltu&ti- 

ble  vulatile 

matter. 

Cunibiistible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Increase  in 
Sulphur.           weight  at 
260°  P. 

2.71 

1.34 

2SI.22 

68.t;8 

8.0.i 

0.274 

0.504 

SHIPS'  TESTS,  ALPHABETICALLY   ARRANGED. 


Ap-  , 
proxi-  I 
mate  < 
bunker 
capBC-  j 
ity.    I 


From  whom. 


Tons.  I 

403  1  Navy  Y'd, Mare    Navy  TM,Mare 
I      Island.  '      Ii^land. 


General  ap- 
pearance as  tc 
lump  and 
slack. 


From 
under 
cover 


S7.40    I  Good,  moder-  i  Not  known,  j  Not. 

ate  amouDt  |       a  few 

I      of  slack.         weeks  only,  j 


I'liilaUelph  a.-    1,08.5      Mare  Island___'  Contractor 8.20       Small  lump, 

clean,  little 
'      slack. 


48  hours I  Clean  . 


6  days l__dn 


Tried  witfc 

forced  or 
natural 
draft. 


*_„„  ,f  I  Average  Estimated 

Kind  of  I     V^J    [Average  I.  H.  P.     H.  P.  of 


1  engii 


iliaries. 


16  1,651.5 


*  111  .AinericHu  gold;  including  freight  and  lighterage. 

f  Natural,  except  use  of  blowers  10  minutes  each  watch  to  blow  soot  from  tubes. 


ELK  GARDEN. 

CHEMICAL  ANALYSIS  MAI>E  AT  NAVY  YARD,  'n'ASHINCrTON,  D.  C. 


Moisture. 

Noncombusti-    Combustible 

ble  volatile    ,       volatile 

matter.              matter. 

Fixed  carbon.           Ash. 

Sulphur.           weight  at 
260°  F. 

Phosphorus. 

1.062 

0.978 

15.115 

78.145 

4.406 

0.2M 

U.277 

0.015 

SHIPS'  TESTS,  ALPHABETICALLY  ABRAMGED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 
forced  or 
natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Pounds 
of  coal 
con- 
sumed 

per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 

per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

Average 
I.H.P. 
of    ain 
engines. 

Estimated 
H. P.of 

iliaries. 

Marion 

Tom. 
129 

Panama 

do 

Jiqnilisco  Bay, 
San  Salvador. 

Panama  K.  R. 
Co. 

.—do 

—.do 

$9.85 
9.85 
9.85 

No  lumps.— 

Small  per  ct. 
lump. 

....do  

No    infor- 
mation. 

3  months.. 
No  data-- 

Not... 

..do  ... 

No 
data. 

18  hours 

71  hours 

59  hours,  34 
minutes. 

Good 

Clean 

Natural ... 
do 

Fair 

-do 

Good  .... 

Sq.A 
128 

128 

160 

KmU. 

1,317 
1,374 
1,783 

5. 81       409 

35 


DtrCKENFIELD  (AUSTRALIAN). 

BOILER  TESTS  MADE  AT  NAVY  YARD,  MARE  ISLAND,  CAL. 


Colli    furnished 
b)- 

Dura- 
tion 
of 
test. 

Water 
evaporated 
(calcu- 
lated). 

Coal 
sumed. 

Coal  per    Water 
hour  per  evapo- 
square      rated 
foot  of       per 
grate      pound 
surface,  of  coal. 

Equiva- 
leDt  evap-                      Steam 

fr|^    Refuse.  P"-"'' 

per  pound                        gauge, 
of  coai. 

Tern- 

trr^oV^  Temperature 
fted         "f-P"-"- 
water. 

Date. 

Lump  coal. 

Remarks. 

J.   W.  Holihan, 
P.  A.  Engioeer, 

ir.s.N. 

Hrs. 

12 

Us. 

23,  650 

Us. 
4, 1'i'i 

Uh.     i      Us. 
15.28    [    6.733 

Lhs.     iPer  cent.'     Lbs. 
6.717       12.59        42.3 

69.2     

Aug.  8, '98. 

• 

SHIPS'  TESTS,  ALPHABETICALLY   ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
puri)0se8. 

Revolu- 
tions of 

engines. 

Coal 

sumed 
per 

H.P. 
per 

hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 

fires 
exces- 
sive? 

Was 

soot 

sive? 

How  often  were 
tubes  swept? 

Is  this 
cual 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 

'of 
smoke 
stack? 

How     lODg 

ship  out  of 

dock? 

Conditiou  of 
ship's  bottom. 

Estimated 
effect  of 

and  sails 
upon  speed. 

Remarks. 

7.23 
12.23 

4.12 

88.8 

S. 167. 47 

P. 107. 63 

167.6 

77.1 

Us. 
3.36 

3.29 
2.  ,56 

14.4 
15.7 

16.8 

Dense,    dark    in 
color. 

Dense 

Burned  to  a  heavy 

ash. 

ftloderate 

Not  large 

Yes. 
Yis_ 

No-. 

Yes. 

Yes, 
very. 

No-. 

Once   in   12   hours 
with  steam. 

Tubcscleaned  every 
12    hours  with 
steam;  every  4 
hours    with     air 
jet  and  blowers. 

Once  a  day 

No.. 

Not 
suited 

for 
forced 
ornat- 

ural. 

Yes. 

Yes. 
Yes- 

No.. 

2    mouths, 
16  days. 

7  mouths. 
20  days 

Fairly  clean; 
thin  coat- 
ing of  bar- 
nacles. 

Probably 
foul,  jndg- 
i  u  g  f  I'om 
speed  rela- 
tive to  rev- 
olutions. 

.25  knot 
per  hour. 

No  effect  „ 

This  coal  burned  with  a  long 
flame,  leaviug  a  light  coke 
that    burued     rapidly,   and 
with  a  thick  layer  of  ash. 

(J) 

Last  two  daysof  run  draft  poor 
owiugtowiiid  beiug  astern. 

Dark 

JThe  coal  reported  upon  above  was  poor  in  quality  and  formed  an  excessive  quantity  of  soot.    The  air  jets  were  used  every  watch,  the  steam  Rweeper.s 
linutes  of  each  watch  at  a  high  speed  to  clean  the  tubes,  but  their  combined  use  failed  to  keep  the  tubes  clean  and  the  draft  from  becomiug  choked. 

ELK  GARDEN. 

BOILER  TESTS  MADE  AT  XAVY  YARD,  NEW  YORK. 


Coal  furnished 
by- 

Dura- 
tion 
of 
test. 

Water 
evaporated 
(calcu- 
lated). 

Coal 
sumed. 

Coal  per 
hour  per 

foot  of 
grate 
surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

Equiva. 
lent  evap- 

frcm  aail 
atiliO 

per  pound 
of  coal. 

Refuse. 

Steam 
pressure 

per 
gauge. 

Tem- 
pera- 
ture of 
feed 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Davis  Coal  and 
Coke  Co. 

Davis  Coal  and 
Coke  Co. 

Hrs. 

24.5 

24.75 

Us. 

86,  909 

87,  243 

Us. 
11,280 

11,400 

Us. 
12.116 

12,12'J 

•    Us. 
7.7047 

7.  G53 

Us. 
9.02 

8. 9.18 

Per  cettl. 
10.3258 

11.36 

Us. 
39.96 

37.11 

70 
72 

683.2 
Zinc  fused-  — 

Oct.  27, '94 
Aug.  7, '93 

33percent- 
5  per  cent  . 

Burned  freely.     Short  orange  flame.     Caked  well  and  re- 
quired very  little   labor.     Clinker  insignificant.     Small 
quantity  brown  smoke.    Soot,  small  amount  and  gray  color. 
Breaks  readily.     Irregular  fracture.    Lustrous  and  dull 
black. 

Burned  freely.    Medium  long  bright-yellow  flame.    Cakes 
moderately.     Clinkers  small  in  size  and  amount.     Lead- 
colored  smoke.    Boot  moderate,  light-gray  color.    Crum- 
bles in  handling.    Shows  signs  of  pyrites. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


11.7 
10.2 


40.9 
39.9 
46.74 


Coal 
sumed 


3.34 
3.35 


Per 

cent  of 
refuse. 
Dry. 


Not  dense;  easily 
dial 

Dark 


Was 

soot        How  often  were 

tubes  swept? 


Once  per  day  . 

Every  day 

90  hours 


Any 

undut 
heat- 


How  long 

ship  out  of 

dock. 


Condition  of 
ship's  bottom, 


15  months. 
lOJ  months 

16  months. 


Fairly  clean. 

Foul 

Somewhat 
foul. 


do 


36 


EVBEKA. 

CHEMICAL  ANALYSIS  MADE  AT  NAVT  YARD,  WASHINGTON,  D.  C. 


Moisture. 

NoncombuBti- 

ble  vclatile 

mutter. 

Combustible                               j 

volatile         Fixed  carbon.  1          Ash. 
matter. 

Sulphur. 

Increase  in 
weight  at 
250°  F. 

Phosphorus. 

0.479 

1.651 

20.054                 71.632 

4.3i4 

1.960 

0.702 

0.005 

SHIP.S'  TESTS,  ALPHABETTCALLY  ARRANCED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  o.- 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Average 
I.  H.P. 
ofinain 

Estimated 
H.P.  of 

iliar'ies. 

Pounds 
of  coal 

con- 
sumed 

per 
hour. 

Nameof  t-hip. 

Ap- 
proxi- 
mate 
bunl^er 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

Alliiiuce 

Detroit 

Dolphin 

Tons. 
159 

340 

273 
1,697 

8110 
8.TO 

St.  Thomas, 
W.I. 

Key  West,  Fla. 

New  York 

Tompkinsville, 
N.  y. 

St.  Thomas,  P. 
W.  I. 

Bronsted  &  Co. 

Schooner  "Pat- 
terson." 

G.  S.  K 

J5.80 

3.00 
2.63 
2.70 

12.15 

Very  slack- 
Good  look- 
ing, GO  per 
cent  slack. 

One-half 
Black. 

Notkilown. 

8  days 

3  weeks  — 

Not___ 

Under. 

Not... 

20  hours 

55  hours 

3  hours 

27  days 

41  hours____ 

Clean .__ 

Fair 

..do 

Good 

..do 

Natural ... 

-__-do  

—-do 

do 

Fair  — _ 

..do 

Good 

Fair 

Good 

Sq.ft. 

04.2 

172.32 
133.  C 

300 
Sil.O 

Ktioti. 
4.2 

8.2 
13.3 
8.983 

13 
6.32 

201. 85 

740.5 

781.0 

2,229.3 

1,338 

50 
30. 0 
68.5 

156 

935 

2,884 
2, 700 
5,  2:i7.  6 

4,  900 

New  Orleans-. 

Bronsted  &  Co  _ 

do 

About  3 
weeks. 

No  data 

Not ... 

No 
data. 

j 

FEBNDALE   MERTHYB. 


Buncroft ' 

203 

Ilorta,   Fayal, 
Azore  Islands. 

P.  P.  Beusaude 
&Co. 

6.69 

Good,  clean; 
moder  ate 
amount  of 
lump. 

About  9 
mouths. 

Under. 

35.6  hours  — 

Good 

Natural  — 

Good 

87.75 

10 

310 

35 

942 

Boston 

495 

Hongkong, 
China. 

F.    Blackhead 
&Co. 

10.03 

Good,  about 
one-quarter 
lumps. 

1  month... 

-.do  — 

85  hours,  49 
minutes. 

..do 

do 

Fair 

286.6 

12.61 

1,218.71 

120 

3,  998. 51 

Concord 

401 

Yokohama, 
Japan. 

Carroll  &  Co 

11.205 

Good 

Not  known 

.-do  -.. 

4  hours 

Clean  — 

.—do 

Good 

165 

11.2 

962 

40 

2,750 

340 

11.65 

Good,  clean, 
andof  excel- 
leut  quality. 

Unknown . 

176 

10.77 

Shanghai, 
China 

E.  Charles  &  Co. 

9.37 

Fair  per  cent 
lump. 

—-do 

..do  ... 

35  hours 

..do 

Natural  — 

Good 

218.16 

12.65 

1,354.71 

30 

4,000 

D.-troit 

Nagasaki, 
Japan. 

N.  Ginsbury  & 
Co. 

11.30 

....do 

..-do 

—do  — 

73  hours-.. 

..do 

—do  ..... 

..do 

209.6 

14.6 

1,879.97 

30 

4,720 

Hongkong, 
China. 

F.    Blackhead 
&Co. 

9.78 

Good  per  cent 
lump. 

do 

-do  ... 

117.2  llOurS- 

-do 

do 

—do 

200.5 

13.41 

1,410.6 

30 

4, 120 

Off    Bangkok, 
Siam. 

PaymaBter 
W.L.Wilson, 
Macbias. 

11.84 

do 

....do  

Un- 
known. 

G4.4hours— 

..do 

...-do  

..do 

223. 66 

12.3 

1,111.30 

30 

3,130 

Detroit 



Singapore,  S.  S. 

McAllister*  Co 

8.62 

Large    per 
ceattump. 

1  week 

Under- 

127.7  hou^S- 

..do 

do 

..do 

218.46 

12.34 

1,102.16 

30 

3,105.2 

Colombo,  Cey- 
lon. 

Krawehl   Coal 
Co. 

7.42 

Good  per  cent 
lump. 

Unknown  - 

-do  .-. 

19^..8hourS- 

—do 

....do  

Fair 

136.6 

10.07 

760.49 

28 

2,718.6 

Machi.'is 

292 

Chefoo,  China.- 

Ferguson  4  Co. 

10.80 

Fair  propor- 
tion      of 
lump. 

10  months. 

Under 
mats. 

24  hours 

Fair 

. do 

..do 

120 

7.5 

320.15 

22 

1,230 

''"cm'J.""" 

F.     Blackhead 
&Co. 

8.77 

....do. 

2  weeks 

Under- 

do 

..do 

-..do 

—  do 

120 

11.3 

625 

30 

2,340 

37 


ETTKEKA. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  NEW  YORK. 


Coal  furnished 
by- 

Dura- 
tion 
of 

test. 

Water 
evaporated 
(calcu- 
lated). 

Coal 
Bumed. 

Coal  per 
hour  per 
square 
foot  of 
grate 
surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

Equiva- 
lent evap- 

from  and 

ptr  pound 
of  coaL 

Refuse. 

Steam 
pressure 

per 
gauge. 

Tem- 
pera- 
ture of 

feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Berwind-White 
Coal  MiniDg 
Co. 

24.83 

Lhs. 
84,109 

as. 

11,300 

Lbs. 
11.997 

lbs. 
7.443 

ii.. 
8.694 

Percent 
10.87 

Us. 
36.56 

72 

Zinc  melted  _ 

Aug.  4,  '93 

AboutSO 
per  cent. 

Burned  freely.     Moderately  long    yellow  flame.     Clinkers 
small  in  size.    Gray  ash.     Dark  lead-colored  smoke.    First 
lot,  4Hons.    Crumbled  iu  handling.    Second  lot,  li  tons. 
Considerable  force  to  fracture.    Traces  of  slate  and  sulphur. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

engines. 

Coal 

sumed 
per 
H.P. 
per 
hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 
of 
fires 

sive? 

Was 

soot 

sive? 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 

smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
efl'ect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

10 

7.3 
11 
3.13 

6.94 

32.5 

83.8 

66.6 

S.  391910 
P. 391769.2 

Us. 
4 

3.18 
3.3 

2. '28 

7 

20.3 
6 
7.47 

13 

8.75 

Yes_ 

No.. 
Xo__ 

No._ 

No.. 

Yes- 

No.. 
No-. 

No- 

No.. 

Every  watch 

No.. 

Yes. 
Yes. 

Have 

not 
tried 
it. 

Not 
tried. 

No.. 

No— 
No__ 
No.. 

No.. 

7  months.. 

209  days_.- 
7  months.. 
14  months. 

ITnknown  . 

2  months, 
19  days. 

Fair 

Moderat  e  1  v 
foul. 

Fair 

Noknowl- 
edge. 

Clean;  bottom 
sheathed. 

Good 

Diminished 
i knot  by 
wind  and 
sea. 

4  knot 

Increased 

speed  about 

2  knots. 

Dark 

Dark  brown 

Moderately  dense, 
dark,audeasily 
dissipated. 

Dense,  black 

Not  large 

Small 

Not  large 

—-do 

Once  every  3d  or 
4th    day    when 
steaming. 

Once  a  day 

Speed  was  increased  by  strung 
wind  aft  with  smooth  sea. 

Nil 

No  data 

On  arrival  at  port — 

FERNDALE  MERTHTR. 


2-3.7 

145 

2.62 

9.1 

7.0(H 

62.3 

2.979 

8.97 

9 

103.7 

2.74 

7 

10.47 

2.72 

10.5 

7.05 

107 

2.9 

11.4 

6.93 

122 

2.5 

10 

7.25 

111.4 

2.6 

8.6 

8.58 

103.2 

2.41 

• 

13.2 

8.9 

102. 72 

2.41 

9.8 

8.79 

112.7 

2.9 

9.7 

16.25 

117 

3.6 

13.8 

10.8 

144 

3.5 

15.3 

Light,  easily  dis-  1  Not  large I  No  _. 

eipated. 


Easily  dissipated.  Moderate  amount,  Xo  __ 
^ily  removed. 


do :  No. 


Dark    ia    color,      Large 

not  easily  die-  1 

Easily  dissipated-    Not  large.. 


Once  in  48  hours— 
Once  in  "2  hours— 


Not   ewepf  during 
Once  iu  GO  hours... 

Once  in  72  hours 

Ouce  in  GO  hours 


Onci 


72  hours — 


Not 
tried. 

No.. 

Yes.. 

No.. 

Yes.. 

No.. 

Yes.. 

No.. 

Yes.. 

No.. 

Yes.. 

No.. 

Yes.. 

No.. 

Tee.. 

No.. 

TeB__ 

No.. 

No.- 

Tee- 

Yes— 

No.. 

uths-_  Clean;scoured   jtoiknot 

i    by   current       favorable. 

in  Tagu 

River. 


. do  . 

Fair  -. 


3  monthe, 
7  days. 

4  months. 


Clean 

Slightly  foul. 

Partly  foul 

do 

.do 


A  sample  of  the  above  coal  was 
tested  before  leaving  port 
and  the  evaporative  power 
found  to  be  9.33  pounds  of 
water  (from  and  at  212°)  per 
pound  of  coal  burnt. 


Sea  smooth  and  moderate; 
sail. 

Sea  smooth;  no  sail. 
Light  winds;  sea  smooth; 


38 


FERNDALE  MERTHYR— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  ABRANGED— Continued. 


,  Where  received. 


Machias- 
Macbias. 
Mac  bias .. 

Uacbias- 


292     Bangkok,  Siam 


Macbiaa_. 
Oljmpia.. 
Olympia— 
Olyinpia— 

Olympia.. 

Olympia. 
Olymi.ia- 
Olympia. 

Olynipia- 

Olympia. 

Olynipia. 
Olympia. 
Petrel ... 


Baleigh 460 


Singapore, 
Straits  Settle- 
ments. 


.do. 


Hongkong, 
China. 

Hongkong, 
China. 

Yokohama, 
Japan. 

do 

do 


Borneo     Co., 
Ltd. 

W.  C.  Hale  & 


$10.30 
10.04 


Ferguson  4  Co.  [  12.87 

Guiaburg  &  Co.  10.94 

Blackhead  &  Co  :  7. 81 

McAllister*  Co  7.79 


Krawebl  Coal 


Blackhead  *  Co. 


.do 

_do 


L.  Charles  4  Co. 


Ponta  Delgada.   Bensaude  &  Co. 


Shangbai,Cbii 


L.  Charles  4  Co. 


7.30 
11.01 
11.61 
11.61 


General  ap> 
pearance  as  to     How  long 
lump  and     |    in  store, 
slack. 


Fair  propor- 
tion of  lump. 


1  week 

1  year 


Good,  fair 
proportion 
of  lump. 


Bright,  fair 
proportion 
of  lump. 

All  lump; 
impurities 
impercep. 


11.11 

11.11 
11.11 
11.11 


8. 69     40  per  cent— 
5.47    A  clean  look 


.Sri    Normal  for 
U  S.gold     this  type  of 
coal. 


From 
under 
cover 
or  not. 


Dire*;t 
from 
collier. 


Direct  from do  _ 


8  weeks ! do 15  hours 


Direct  from   Direct  4  days . 
S.  S.  Algo-    from  S. 
S.AIgo- 


14  hours... 

12  hours 

82.9  hours. 

82.9  hours. 


10  hours.. 
80  hours.. 


108.75  hours 


Tried  with 

forced  or 

natural 

draft. 


Natural . 
. do__. 


do do 


-.do.. 
Good. 


ning  slowly 


-do. 


.do. 


-do do, 

.do _-do_ 

.do....—  Fair- 


Area  of 

grate 
surface. 


120 

11.2 

404 

15.26 

494 

15.84 

494  and 
329.6 

12.07 

577 

17. 12 

Pounds 
;  Estimated  '   of  coal 
H.P.of 

sumed 
iliaries. 

hour. 


15.34 
16.29 
15.6 

15.0 


9.65 
6.16 


4,050 
>,  140.8 


352. 45  10 


10.7       il,n75 


30 


FERISTDALE  MERTHYR— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  AKBAKGED— CONTIXCED. 


Knots  per 
ton  of  coal 
consumed 


15.5 
12.3 


16.53 
3. 851-, 
3.373 
4.647 


3.1G 
3.08 
3.01 


4.72 

3.32 
4,77 
18.74 


1.983 
2.430 


2.53 
2.19 


cenl  of 
refuse. 
Dry. 


S. 507690 
(98.4) 


3.10 
3.23 
3.25 


7.17 
8.25 


Easily  dissipated. 


Dark,  easily  dis- 
sipated. 


Thin  and  of  a 
brown  color, 
easily  dissipated. 

Quite  thick,  of  a 
brownish  color, 
not  easily  dis- 
sipated. 

Light  brown  and 
easily  dieisipated. 


7.25 

7.25 
7.25 
11.26 


Not  large 

do 

. do 

. do 

Large 

Not  large 

Large 


erate.  I  erate. 


do 

...do 


Light  lirown 

do 

do 

Easily  dissipated. 


Dark  and  easily 


Easily  dissipated. 
Not  dense 


do 

...do 

Thin,  but  -on- 
siderable  in 
quantity. 

Small,  but  con- 
siderable in 
quantity. 

Small,  hut  fair 
quantity. 


Once  in  48  hours 

do 

do 

No  sweeping  on  run. 

Once  in  96  houiB 

Once  ia  48  honre... 

Once  in  24  hours Yes__ 


How  long 

ship  out  of 

dock? 


do 

. do 


No- 

Ina 
slight 
degree 

No_. 
No- 

No.. 

No-_ 

Great, 
but 
not 

No- 

Xu.. 

No- 

No  — 

No.. 

No  — 

No.. 

Once  in  72  hours.. 

do 

. do 

Once  in  4  days 


Good  as  far 


Tea—  No__ 


j  Yea, 

'appar- 
ently. 


Once  in  6 days. 
Not  swept  on  run 


Not  necessary  dnr 
ing  the  run. 


No_. 


do 

do 


Cle 


do 

_.__do 

Good 


. do_ 

Clean. 


ncrcaseof 
speed  8 
knots. 


2  mouths  . 


do 

do 

No  —  3  months  __ 


No  _-'  1  month-.. 


Burosvery  freely  with  moderate 
amount  of  slack,  and  is  suit- 
able for  use  under  forced  draft. 


One  engine  only  was  in  u 
during  the  trials  reported o 


do_ 

Fair__- 


} u  rn  s    freely   and    quickly. 
Cokes  readily. 


Moderate  to  rough  sea ;   niodera 
squalls  on  port  bow  and  beam. 


Dead  calm.     The    coal    was    "run  of  the 
smooth  sea.        mine."   The  per  cent  of  slack 
coal  was  normal  for  this  type 
I      but  proved  uselessaafuel  and 
unburoable.     The  coal  sepa- 
rated from  the  slack  was  of 
I      about  the  average  value. 


*  This  coal  was  part  of  a  cargo  shipped  from  Cardiff,  January  15, 1897,  in  steamer  •*  Knight  Templar,"  to  Singapore  and  then  transshipped  in  steamer  "Saiwan  Mam  "  to  Yokohama. 


40 


GEORGES  CHEEK. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

NnncombuBti- 

ble  volatile 

matter. 

Combustible 

volatile        { Fixed  carbon.            Ash. 
matter.       , 

1 

Sulplmr. 

iDcreaae  in 
weight  at 
260°  F. 

PhopphoruB. 

1.077 

0.843 

10.467 

76.964                   6.407 

0.262 

0.009 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Ap- 
proxi- 
mate I 
bunker| 
capac- 
ity. 


Where  received. 


Annapolis 
Bancroft . 


Baucroft 


Navy  Yard, 
Portsmouth, 
N.  H. 

Newport,  R.  I.. 
Key  West,  Fla. 


Hamilton  __. 
Hamilton  __. 
!MarbIehead  . 


- do 


Consoli  dated 
Coal  Co.,  Bal- 
timore, Md. 


Bark    "James 
A.  Wright." 


Brig  " Balti- 
cs. K 


Schr.  "Wm.H, 
Swan,"  from 
Philadelphia 


General  ap- 
pearance as  to 
lump  and 
slack. 


Dull, very  lit- 
tle luster; 
a  b  0  u  t  35 


and  fair 
amount  of 


Not 
known;  ly- 
ing at  Key 
West  on 

board 
schooner. 


t  Natural  draft  2()U  hours.      Forced  draft  47gg  h< 


4  Iiours 

14  hours 


68  hours- 
4  hours.  _ 


53  hours.. 
132  hours. 
48  hours.. 


Good_ 
Fair  _ 


Tried  with 

forced  or 

natural 

draft. 


. do 


(t) 

Natural  _ 


63.9 
53.9 
268. 76 


10.1 
10.02 


dicator. 
-do  — 


76.4 
265.3 
782. 92 


1,882 
1,326 


41 


GEOBGES  CHEEK. 

BOILER  TESTS  MADE  AT  NAVY  TARD,  NEW  YORK. 


Coal  furnished 

Dura- 

of 

test. 

Water 
evaporated 
(calcu- 
lated). 

Coal 
sumed. 

Coal  per 
hour per 
square 
loot  of 
grate 
surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

lent  evRp- 

from  and 
at  2120 
per  pound 
o£  coal. 

Refuse. 

Steam 
pressure 

per 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Keuiarks. 

Davis  Coal  and 
Coke  Co. 

Hrt. 

.24.25 

LU. 
81,073 

Lhs. 
10.800 

i6«. 
11.134 

Its. 
7.5 

8.72 

Per  ceiit. 
14.03 

Lbs. 
43.02 

69.25 

Sept.  30, '95 

Coal  burned  freely  with  a  long,  white,  yellowish  flame,  when 
first  tired  emitting  a  small  quantity  of  dark-gray  smoke  ; 
it  did  not  coke,  but  caked  slightly.    The  firing  necessary 
with  this  coal  was  quite  arduous  by  reasrm  of  the  great 
quantity  of  fine  coal  falling  through  the  bars,  and  the  evapo- 
rative result  undoubtedly  was  much  higher  than  could  be 
obtained  on  board  ship  by  ordinary  firing ;  also,  the  per- 
centage of  refuse  was  much  lower  than  would  result  from 
ordinary  firing. 

SHIPS'   fESTS,  ALPHABETICALLY  ARRANGED. 


Knol8pei 
ton  of  coal 
consumed 

for  all 
purposee. 


22.3 
19.5 


22.4 
42.3 
6.27 


119.1 
37.0 


Easily  tJis8ip«t(^(l,    Not  large 


18.75     Dark ExccBsive:  small 


2U.1 
16. 21 


Not  very  dense, 
nor  easily  dissi- 
pated. 

do 


. do 

Not  very  large. 


.do 


Rather  email 


do 

Yea,-   Once  in  8  hours.. 


Tuhes  choked  with 
soot  after  50 
hours. 


. do 

Once  in  4  dai 


Not  during  trial . 


Once  in  48  hours.. 


Every  fourth  day  _. 


Any 
undue 
heat- 


How  long 

ship  out  of 

dock? 


6  mouths, 
1  month 


do 


,do 


Clei 


5  weeks 

6  weeks.- 
10  months 


*Fires  have  to  be  cleaned  very  often;  after  4  hours'  steaming  the  fires  beer: 
arly  all  the  contents  of  the  furnace  in  order  to  clean  the  tire,  and  much  is  lo 
fh  any  degree  of  rapidity.     The  use  of  forced  draft  improved  the  burning  to  t 


Hard  to  keep  steam,  hard  work 
for  firemen  on  account  of 
large  amount  of  clinkers  and 
aeh.  Tube  BWeepiug  has  to 
be  carried  on  constantly; 
had  to  use  five  boilers  to 
make  the  speed  usually  made 
by  four  easily. 

1  knot  re- 

ded 

last  24 

very  dirty,  and  after  6  hours'  steaming  the  grate  becomes  bo  filled  with  a  small  clinker  that  it  is  necessary  to  i 

y  tliis  frequent  cleaning.     The  coal  does  not  bum  freely,  but  has  to  be  worked  continually  in  order  to  get  it  to  burn 


do  ._ 

do  __ 


Vessel  blockading. 


42 


GEORGES  CREEK— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  AKEANGED— CoNTlNtJED. 


Coal. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Pounds 
of  coal 

sumed 

per 
hour. 

Namt*  of  Bhip. 

Ap- 
proxi- 
mato 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  anU 
Black. 

How  long 
in  store. 

From 
under 

or  not. 

Length  of 
trial. 

Condition 

of 

boilers. 

Average  Estimated 
I.H.P.      H.P.of 

engines,    iliaries. 

Solace 

Terror  

Yankee 

Tom. 
8U0 

250 
1,000 

Guantanamo  ._ 
Philadelphia  .. 

Gaunta  name 
Bay,  Cuba. 

Coal  Bchr.  "Sa- 
rah Palmer." 

Madeira,    Hill 

4  Co. 

Schr.  "Franks. 
Palmer." 

Un- 
known. 

$2.07 

No 
invoice. 

Small  lumps 
and  slack. 

Good     p  r  0  - 
portion  of 
lumps. 

Poor _- 

Unknown  _ 
.—  do 

About  2 
weeks. 

In 
schoon- 

Un- 

known, 
shipped 
by  boat. 

From 
hold  of 
schr. 

Ill  houra,__ 
16  hours 

4  hours 

Good 

Fairly 
clean. 

Good 

Natural  — 

Natural, 
assisted. 

Natural  — 

Good 

Fair  to 
good. 

Good 

Sq.  ft. 
3liU 

315 
450 

KnolK. 
12.  a 

7.15 
13.7 

2,700 
638.8 

3,520 
Est.,  no 
indica- 
tor. 

175 
99.05 

276 

5,596 
2,818 

6,631 

GREAT  WESTERN   NAVIGATION. 


Bancroft 

203 

Smvrna,    Asia 
Minor. 

C.   Whittal    & 
Co. 

4.19 

Good ;  large 
amount    of 
lump. 

Less   than 
a  month. 

Under. 

72  hours 

Good, 
clean. 

Natural -- 

Good.... 

S7.75 

7.39 

218 

30 

844 

do 

4.19 

Good ;  large 
amount    of 
lump;    free 
from  slack. 

HI  hours 

..do 

-...do  

..do 

43.87 

5.3 

92 

6 

683 

Bancroft 

....do 

do    

5.35 

Good  ;  large 
amount    of 
lump. 

About  1 
month. 

Under. 

6  hours 

Good 

do 

..do 

87.75 

7.42 

230 

35 

760 

Bancroft 

...-do  

do 

5.96 

...-do  ., 

2  weeks 

..do 

69  hours 

..do 

do 

..do 

87.76 

8.39 

223 

38 

780 

Boston 

495 

Chefoo,  China.. 

Fergusson  it  Co 

12.29 

About  20  per 
cent  lump. 

8  months  — 

.-do 

20  hours 

Fair 

do 

..do 

286. 5 

11.99 

1,281.13 

90 

3,160 

Ci..cinnati 

460 

Smyrna,    Asia 
Minor. 

Whittal  *Co.. 

4.25 

60  per   cent 
lump. 

20  days 

..do 

12  hours 

Good 

....do  

..do 

337 

9.5 

973 

60 

3,800 

Minneapolis.. 

1,891 

Smyma,Tnrkey 

C.   Whittal    A 
Co. 

4.20 

Large   pro- 
portion    of 
slack. 

44  days 

.-do 

2  days 

Clean 

do 

..do 

541.44 

8.22 

1, 216. 8 

60 

4,643 

Minneapolis.. 

.-.do 

do 

4.16 

Considerable 
slack. 

32  days 

-do  — 

48  hours 

-.do 

do 

-do 

336 

8.55 

1,176 

60 

4,633 

Minneapolis 

Gibsiltar 

Turner  >t  Co... 

4.66 

Fair  propor- 
tion lump. 

25  days 

—do  ... 

42.316  hours 

—do 

....do 

Fair  — 

560.1 

9.467 

1,484.1 

66 

4,395.4 

Minneapolis.. 

__  „„ 

.-..do  

4.66 

do 

do 

-do 

96.10  hours. 

-do 

do 

-do 

660.1 

10.22 

1,647.8 

55 

5,162.83 

Minneapolis.. 

.-..do  

-...do  

4.56 

do 

—.do 

—do 

62.71  hours. 

..do 

....do 

-do 

560.1 

10.25 

1,625.46 

65 

4, 864. 2 

San  Francisco. 

027 

Smyrna,     Asia 
Minor. 

C.  Whittal    & 
Co. 

4.25 

Fair  propor- 
tion   lump; 
no  slate. 

Just  ar'v'd 
on  steamer 
Theodesia. 

-do 

32  hours 

..do 

....do  

Go.«l 

276.6 

9.9 

1,575.4 

72 

4,281.2 

.San  Francisco- 

do 

. do 

4.19 

-—do 

About     16 
to  20  days. 
From  cargo 
of  steamer 
Theodesia. 

—do 

24  hours 

Fair  .... 

...-do  

-do 

276.5 

9.13 

1,369.60 

72 

3,900 

.San  Francisco. 

do 

..-.do  

4.16 

-.-.do 

About     24 
days. 

-do 

24  hours,  17 
minutes. 

Fairly 
clean. 

do 

—do 

276.5 

9.64 

1,265.80 

72 

3,560.2 

43 

GEORGES  CREEK— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED— Continued. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 


Per 
cent  of 
refuse. 
Dry. 


Light  in  colo 
easily  disE 
pated. 


Easily  dissipatod, 


Few,  but  large. 
Not  large 

Large 


How  often  we 


Once  in  24  hours-. 


Is  this 
suited 


Any 

undue 
heat- 


How  long 

ship  out  of 

dock? 


Fair I  None. 


Slightly  foul.    %  knot 


Smooth  sea 
wind  favoF' 
able  to  draft, 
no  sail,  wind 
ahead  and 
m  starboard 


GREAT   WESTERN   NAVIGATION". 


19.5 

126. 05 

3.4 

10.08 

Thin,  easily  dis- 
sipated. 

Not  large  in  size 
or  quantity. 

No„ 

No.. 

Every  48  hours.... 

Yes.. 

No.. 

7J  months. 

Very  fonl 

None 

20.3 

84.5 

6 

12.1 

Liglit     in     color 
on,i  quuntity. 

Not  large 

No.. 

No_. 

Once  in  24  hours 

Yes.. 

No.. 

3  months. _ 

Fair 

Nil 

The  coal  burns  freely,  with 
longtlame;  requires  but  lit- 
tle working. 

20 

129.9 

2.83 

10 

Thin,  easily   dis- 
Bipated. 

Small  in  size  and 
quantity. 

No.. 

No    - 

Not 
tried. 

No__ 

do 

Dirty 

-—do 

,\  good,  clean  steaming  coal. 

24 

129.5 

2.98 

11.6 

Thin,    light     in 
color. 

No.. 

No_. 

Once  in  24  hours... 

__do- 

No.. 

2  months.. 

8.  .107 

62.99 

2. 305 

8.83 

Easily  dissipated. 

Not  large 

No.. 

No_. 

Every  60  hours 

Yes-. 

No__ 

163  days... 

Slightly  foul. 

None 

6.0 

69 

3.9 

14 

Not    dense     and 
brown. 

No.. 

No.. 

Yes- 

No.. 

6  months.. 

Fair 

do 

Lari-o 

Yes.. 

No 

60  days 

90  days 

Foul 

4.12 

53.23 

3.74 

13.8 

Sloderate 

Large  in  size  and 
quantity. 

Yes.. 

No__ 

4  days 

(•)... 

No.. 

Foulinplace» 

4.819 

65 

2.855 

8.3 

Very  dark  brown 
and  dense. 

Small     in    size ; 
considerable 
quantity. 

No_. 

No.. 

Once  in  4  days 

No 
trial. 

No._ 

6  weeks.... 

Clean 

None 

Til  is  Great  Western  Navigation 
is  generally  of  dull  fracture, 
though  some  fractures  have 
quite  a  luster.  Is  a  soft  va- 
riety of  bituminous  coal. 

4.443 

60 

3.026 

13.6 

do 

..._do  .___ 

No.. 

No._ 

..-do 

-do  . 

No.. 

6  weeks 

....do  L 

-—do 

4.72 

CO 

2.894 

9.1 

-...do  

.—do 

No__ 

No.. 

___-do  

-do. 

No.. 

do 

....do  

...-do  

,"^.23 

68 

2.60 

10.8 

From  gray  tinged 
with  brown  to 
very  dark  gray; 
easily  dissipated. 

Very  few   and 
small. 

No.. 

No.. 

do 

No__ 

7  months, 
26  days. 

Foul 

do 

sumed  rapidly.  Smoke  was 
dense  only  during  coaling 
of  fires;  at  other  times  no 
smoke  or  very  little. 

5.25 

64.67 

2.72 

10.82 

From     gray     to 
very  dark  gray, 
easilyjtssipated. 

Not  large    

No.. 

No__ 

do 

..do  . 

No.. 

7   months, 
27  days. 

.-..do  

Burns  very  freely  and  is  con- 
sumed rapidly.  Smoke  was 
quite  dense  during  coaling 
of  fires;  at  other  times  none 
or  very  little. 

6.08 

62.56 

2.65 

12.06 

Graytodark  gray; 
easily  dissipated. 

do 

No.. 

No.. 

Not  swept 

__do_ 

No- 

8  months.. 

do 

None - 

This  coal  burns  freely  and  is 
rapidly  consumed.  Smoke 
dense  when  coaling  fires;  at 
other  times  there  is  very  lit- 
tle or  none. 

^  Can  be  used,  but  is  not  of  best  quality. 


44 
HENRIETTA. 

CHE5IICAL  ANALYSIS  MADE  AT  XAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

NoncombuBti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Asb. 

Sulphur. 

weigbt  at        Phosphorus. 
250°  F. 

0.783 

2.417 

14. 707 

77.222 

4.207 

0.664 

Trace. 

Ap-    I 
proxi- 

Inmker 
capac- i 

ity. 


SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Where  received. 


Annapolis 225  i  Key  West,  Fla-   Columbia  Coal  :    S3. 05 

j  '  Miniug    Co., 

Philadelphia, 


Montgomery-       3411     Naval  Station,     G. S. K. 
Key  West, Fla. 


General  ap- 
pearance as  t< 
lump  and 
slack. 


Montgomery  .: do 

Newport 238   do 


do 3.05 

do 3.05 


5  weeks ' do 


ties  observed. 


19j  hours 

Hi  hours- 
36  hours 


Tried  with 

forced  or 

natural 

draft. 


do  . 

do  . 


Area  of 


13.58 

8.75 


1,955.4 
315.83 


Estimated 
H.P.of 

aux- 
iliaries. 


HOOD'S  MERTHYR. 


Minneapolis 

1,891 

Piraejs,  Greece 

Geo.  Casanova  _ 

4.62 

Good  propor- 
tion of  lump. 

30  days.... 

Half 
under; 
balfnot. 

61.780  hours 

Clean  ... 

Natui-al 

Good  to 
fair. 

560.1 

11.62 

2, 950. 93 

66 

6,582 

Minneapolis  — 

- do 

do 

4.62 

do 

do 

-do 

59.680  hours 

..do 

—  do 

—  do 

560.1 

10.52 

1,449.6 

56 

4, 872. 5 

Minneapolis  __ 

do 

do 

4.62 

—-do 

do 

-.do 

158.083  hrs  . 

-.do 

do 

..do 

522.7 

10.25 

1, 663. 73 

55 

5,324 

Raleigh 

460 

do 

Glamargan  Coal 
Co.,  Limited. 

4.50 

A  fair  amount 
of  lump. 

43  days 

Under. 

22  hours 

Some 
leaks;  fair- 
ly clean. 

..-do 

Fair 

342 

8.6 

922 

7 

4,100 

Sin  Francisco- 

627 

Naples,  It.aly  .. 

VolpicelliiCo. 

3.59 

Fair  propor- 
tion of  lump. 

2  weeks 

Not  — 

60  lioura 

Clean 

Assisted 

draft,J"to8" 

pressure. 

Good 

276.5 

10.25 

1,098 

72 

3,220 

HOSKINS  &  LLEWELLYN'S  NO.  1  COLLIERY,  SCREENED  LARGE  STEAM  i WELSH). 


159      Queens  town,     Clyde  Shipping  I      4.92     Good  propor- 1  About     10      Under.    10  hours (iood Natural  .__    Fair 96.; 

I      Ireland.  |      Co.  \  tion  lump.  '      days.  I  ! 


126         Xoue 1.320 


LEWIS  MERTHYR. 


Abecassis  Bros. 


Good,  large 
amouut  of 
lump. 


Under.    95.4  hours 


Good '  Natural  ... 


45 

HENRIETTA. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  NEW  YORK. 


Coal  furnished 
by- 

Dura- 
tion 
of 
test 

Water      i     „„„, 
evaporated      ^™' 

Coal  per 
hour  per 
square 
foot  of 
grate 
surface. 

Water  |  Eqciva- 

evapo-    lent  evap- 
rated    j^»'»lio"i, 
per     i''.°'?,r„'' 

pound    p,,r  pound 
of  coal,      of  coal. 

Refuse. 

pressure  ^^^„f 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Alleghany  Co., 
Washington, 
D.C. 

Hra. 
12 

Lbs. 
42,389 

4,980 

Lhe. 
12.2 

Lht.         Lb,. 
8.5          9.94 

Per  cent. 
11.2 

Lbt.            ° 
42          72. 2 

July  14.  -'.n 

Bums  with  long  yellowish  flame  ;  smoke  of  light-brown  color. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

main 
engines. 

Coal 
Bumed 

hrur. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 
of 
fires 

Was 

soot 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
eflect  of 

wind,  sea, 
and  sails 

upon  speed. 

Remarks. 

26.9 

Average 
7.47. 

6.12 

17.7 

lOO 

109.7 

125.8 
97.5 

Lbs. 
2.56 

3.01 

2.46 
3.42 

6.5 

9.18 

7.25 
10.75 

Dark 

Brown,  easily  dis- 
sipated. 

_— do 

Dark         

Not  large 

Very  few  ;  small  _ 

do 

Not  large 

No.. 

No__ 

No-. 
No.. 

No- 

No.. 

No.. 
No.. 

Once  in  20  hours... 

Once  in  96  hout« — 

....do 

Not  swept  during 
period  reported  on. 

Yes-   Nc. 

Yea-' No. - 

Yes.-  No.. 
Yes-  '  No  - 

3i  months. 

60  days 

55  days 

1  month 

Clean 

do 

—do 

do 

None 

do 

do 

Speed    de- 
creased. 15 
knot. 

The  coal  is  friable  ;  large  pro- 

portion of  slack  probably  due 
to  rehandling  ;  fine  coal  co- 
heres in  coking  ;  forms  con- 
siderable quantity  of  ashes, 
not  much  clinker,   and  no 
glassy  slag. 

HOOD'S  MERTHYB. 


3.92 
4.83 

4.315 

4.75 
7.02 

73.88 
60 

CO.  95 

64. 5 
62 

2.182 
3.238 

3.2 

4.2 
2.75 

12 
11.6 

10.0 

13 
11.4 

Not  dense,  light 
brown,    easily 
dissipated. 

—  do 

....do     

.Easily  dissipated- 

Not  large 

No.. 
No-. 

No.. 

No  — 
No.. 

No.- 
No._ 

No.. 

No.. 
No- 

Not  swept 

No 
trial; 
prob- 
ably 

is. 

..do 

No.. 
No- 

No.. 

No.. 
No- 

1  month — 

6  to  7  weeks 

4  months— 
63  days 

Clean 

....do 

do 

Not  very  foul- 
Clean 

None 

do 

Probably 
one-half  to 
three- 
fourths. 

Different  trials  of  same  coal. 
The  first  is  for  61  hours,  47 
minutes;  speed,  12  knots, 
approximately;  smooth  sea. 
The  second  is  for  most  eco- 
nomical speed  for  thi.s  coal; 

..do. 

revolutions  60,  61,  and  62; 
sea  rough  part  of  the  time. 
This  coal  is  quite  a  hard 
variety  of  bituminous  coal, 
ha.s  quite  a  brilliant  luster 

Not  during  run 

Not 
tried. 

Yes- 

probably  answer  well  for 
forced  draft,  it  being  not  so 
soft  as  some  other  coals. 

HOSKINS  &  LLEWELLYN'S  NO.  1  COLLIERY,  SCREENED  LARGE  STEAM  (WELSH). 


Dense Considerable  and 

large. 


Yes..    Every  12  ho 


LEWIS  MERTHYR. 


torn  scoured 
by  current 
in  Tagus 
River. 


An  excellent  steaming  coal. 


46 


liOCKITTS  MERTHYR. 

SHIPS'   TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Are^  of 

grate 

surface. 

Average 
speed. 

Average 
I.  H.  P. 

of  main 
engines. 

Estimated 
H.P.  of 

iliaries. 

Pounds 
of  coal 

sumed 
per 
hour. 

Name  of  sliip. 

Ap- 
proxi- 
mate 
biiDker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
Black. 

How  long 
in  etorB. 

From 
under 

or  not. 

Detroit 

Macbias 

Tom 
340 

292 

Chefoo.Cl.ina-- 
....do 

Fergusson&Co. 
-—do 

810. 80 
13.00 

Small  percent 
lump. 

Bright  in  ap- 
pears nee, 
lumpy. 

Unknown  _ 
1  month 

Under. 
—  do 

24  hours 

48  hours 

Clean  .._ 
Good 

Natural  _„ 
do 

Fair 

-do 

Sj-.  fl. 
260.32 

120 

Knols. 
11.11 

10.7 

1,536.76 

492.75 

35 

26 

3,690 
1,350 

MARINE  MERTHYR. 


Bancroft 

Bancroft 

Raleigh 

Sail  Francisco. 


203      Beirut,  Syr: 


CarBtantine 

Fargialla. 


Good,  fair 
amount  of 
lump. 

Good,  large 
amount  of 
lump. 


1  month... 

Under. 

...do 

..do... 

1  month,  27 
days. 

.-do... 

Unknown . 

Not 

24  hours. 
7  hourB— 


Natural Good 


do L_  do 


Good Natural  andl  Good. 

I      assisted 
draft. 


87.75 

7.48 

146 

87.75 

8.01 

175 

27B.  5 

9.57 

958 

MIDVALE. 


PcDsacoIa,  Fla . 


G.S.  K.,  Navy 
Y'd,    Pensa- 

cola. 


Very  email 
per  cent 
lump. 


Not  known     Not 10  ho 


MILLDAUE. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

weight  at 
260°  F. 

Phosphorus. 

0.080 

1.200 

27.430 

69.230 

1.770 

0.284 

0.007 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 

grate 
surface. 

Average 
speed. 

Average 
I.  H.  P. 
of  main 
engines. 

Estimated 
H.  P.  of 

iliaries. 

Pounds 
of  coal 

sumed 

per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

Marblehead  .. 
Montgomery  . 

Montgomery 

Toiw. 
340 

340 

Fensacola,  Fla. 
do 

-—do 

G.  S.  K 

Carey  &  Co 

—  do 

$2.85 
2.85 

2.75 

Small  percent 
^  of  lump. 

Nearly    all 
slack. 

16   per   cent 
lump. 

2  days 

Not  known 

Not 

Not 
known. 

48  hours 

28  hours 

18  hours 

Clean  ... 
__do 

Good 

Natural  -. 
do 

do 

Fair 

__do 

Good 

Sq.ft. 
178.8 

203. 26 
296. 58 

Knols. 
7.9 

9.75 
14.1 

511 
964 

2,291.5 

40 
62 

62 

1,900 
2,645 

8,317 

Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 


LOCKITTS  MERTHYR. 

SHIPS'   TESTS,  ALPHABETICALLY  ARRANGED. 


Per 

ceut  of 
refuse. 
Dry. 


exces- 
sive? 


-  Any 
*  undue 
,1  heat- 


How  long 

ship  out  of 

dock? 


Condition  of 
ship's  bottom. 


136       I     1.3G         15  Easily  dissipated.    Large 


Not     Once  in  24  hours.. 


No  --   Once  in  48  hours i  Yes__  No  __ 


7  months,     Foul  _ 
23  days. 


110.4       '     4.31 


117.87     '     3.59 


MARINE  MERTHYR. 


11.4       Little    smoke, 
thin,   light  in 

color. 

7.33  I  Little    smoke, 
j      lightcolor,  eas- 
ily dissipated. 


(*)  3.10     I     11.3     I  Easily  dissipated  _    Large  in  size  and     Yes__l  Yes. 

I  f  quiintity.  '  I 


Not  swept  __do  _  No  _ 


3  weeks—   Clean No  effect  __l  The  coal  burns  freely  withovit 

working. 


The  coal  requires  little  work- 
ing and  burns  freely. 


Ko —   51  days Fair  . 


^  S.  engine  uncoupled  ;  P.  engine  running  70  revolutions. 

MIDVALE. 


Moderately  dense,    Not  large- 
dark,  not  eas-  : 
ily  dissipated  ;  | 
dark-gray  color. 


L.,  No  -J  2  months 


I  than  I 
Poca- j 
I  hon- 


MILLDALE. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  iier 
ton  of  coal 
consumed 

fol  all 
purposes. 

Coal 

uZfoi  1  ™°-'' 

main         J'" 

engines.        p„- 

hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Was 

"j°*"i  Was 
Quantify  of           „?    1  soot 

j  sive  ? 

How  often  were      suited  "^f  =f-    „?i°^„,',°°ff 
tubes  swept?            for    1    '"S     ship  out  of 
forced     "f.        '<^^- 
A^^ft-t  smoke 
*™"'jstack? 

Condition  of 
ship's  bottom. 

Estimated 

effect  of 

wind,  sea, 

and  sails 

upon  speed. 

Remarks. 

9.2 
8.26 

80 
93.3 

127.4 

3.4 
2.60 

2.32 

10 
8.40 

S 

Dark  and  moder- 
ately dense. 

Dark 

Gr.iv,  easily  dis- 

Not large 

-—do 

No_. 

Ko.- 

No._ 

No  J. 

No__ 

No__ 

Not  swept 

Tes- 
yes__ 

Yes__ 

No__ 
No__ 

No- 

3  months  __ 
116  days 

131  days- 

Fairly  clean- 
Very  foul 

None 

5.9 

gines,  boilers,  and  weather, 
all  favorable  for  economical 
steaming,  so  that  this  may 
be  oousidered  the  best  that 
can  be  done  with  Milldale 
coal.    The  small  speed  was 
wholly  due  to  condition  of 
the  Iwttom. 

sipated. 

S.  Doc.  313,  59-1  - 


48 

MORMSDALE. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


1 

J     Moisture. 

Xoncombusti- 

ble  Tolatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

Increase  iu 

weight  at 

250°  F. 

Phosijhorus. 

0.593 

1.347 

14. 197 

77.320 

6.077 

0.466 

0.853 

0.012 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Ap- 

*  of  ship -I  proxi- 

I  mate 

bunker 

capac- 

I  "y-  ! 


j  General  ap-    | 

Prii-e     i»earance  as  to     How  lo 
'  per  ton.       lump  and      \     in  stor 


J I 


Conditiool  Tri^^l;!? 


Aroonf  |  AveraRe!  Estimated,   of  coal 

forced  or    |  Kind  of  '    ^5^*°    Averagei  I.  H.  P. .    H.P.  of  I      con- 


Alliance 

Toil". 
150 

Tompkinsville, 
S.  I. 

Morrisdale  Coal 
Co. 

SI.  90 

Slack 

1 
1 
96  hours  i  Under. 
out  of 

20  hours 

Good 

Natural  --- 

Good 

Sq.ft. 

96.3 

Knots. 
4.8 

98 

None 

1,140 

Araphitrite___ 

2">0 

New  York 

New  York,  N. 
Y. 

1.90 

Just    re-     Not  — 
ceived. 

44  hours 

Clean 

do 

-do 

252 

6 

525 

25 

3,539 

Anuapolis 

225 

Navy  Y'd,  New- 
York. 

W.C.Barber 

1.90 

Good 

From  rail- do 

road  cars. 

2  hours 

Good 

do 

Poor 

98 

10 

557 

8 

1,600 

New  Y'ork 

Navy  Y'd,  New 
York. 

-—do 

1.90 
1.90 

Slack 

30per  cent 

lump. 

Traces    of 

sulphur. 

8  hours 

120  hours 

—  ill) 

—  do 

—  llO 

-—do 

Good 

Fair 

98 
223.  66 

8.6 
9.7 

350 
725 

8 
85 

1,100 

340 

Not  known, 
as  it  was 

K.  cars. 
Not.- 

3,000 

Indiana 

1,.597 

Tompkinsville, 
N.Y. 

Warren  C.Bar- 
ber. 

1.90 

Fair 

Direct  from 
mines. 

-do  — 

24  hours 

Clean 

do 

Good 

552 

10.1 

2,549.2 

80 

8,270.8 

Slarblehead  -_ 

340 

Navy  Y'd,  New 
York. 

W.  C.   Barber, 
cou  tractor. 

1.90 

Good    when 
inspected. 

Loaded  in- do 

tolightel-s 

direct 
from  cars.  ' 

27  hours— 

-do 

—  do 

Good  to 
fair. 

1T8.  SO 

9.9 

784.39 

40 

2,461.7 

Montgomery  _ 

340 

-—do 

G.  S.  K.,  Navy 
Yard,   New 
York. 

1.90 

25   per    cent 
lump. 

Taken  from  --do  — 

8  houi-s 

Good 

do 

Fair 

291.58 

14.  o 

1,873.2 

62 

4,964 

Montgomery  _ 

—-do 

.—  do 

1.90 

—  do 

flo do--- 

48  hours 

—  do 

do 

-do 

208.26 

11.58 

917.62 

62 

2,990 

New  York 

1,290 

—  do 

Morrisdale  Coal 
Co. 

1.90 

A'ery  poor__. 

Direct  from 
mines. 

—  do  — 

16  hours 

Excellent 

— -do-— 

Good. 

494 

10.9 

1,750 

117 

5,902 

Terror - 

250 

—  do-      

W.C.Barber 

1.90 

A  fair  propor- 
tion of  lump. 

Unknown-- 

Tn- 

known. 

4  hours 

Fairly 
clean. 

Assisted 
draft. 

-do 

378 

9.05 

1,183.3 

110 

4,313.75 

New  York 

Navy  Y'd,  New 
York. 

-—do 

G.  S.K 

1.90 
1.!'0 

do 

do 

No  data— 

-do 

No  data 

20  hours 

24  hours 

Clean 

Good 

Natural  -— 
—  do 

Good 

Fair 

315 
398.7 

8.24 
8.8 

701.2 
1,213 

110 
28 

3,500 
5,515 

850 

i        

New  York  City 

G.  S.  K.,  Navj- 
Yard. 

1.90 

Poor,    niurli 
slack. 

do 

—  do  — 

3  days 

-do 

.,-dO  — 

-do 

398.7 

9.37 

1,065 

35 

5,744 

Wilmington  — 

3U0 

JacksonTille, 
Fla. 

J.K.Munneslvn 
Gen'l   Mngr. 
Southern  Fuel 
&  Supply  Co. 

4.25 

Fair 

20daj-8 

Not  — 

do 

—  do 

do 

Good  to 
poorand 
poor  to 
fair. 

105 

7.3 

•i,333 

49 

MORRISDALE. 

BOILER  TESTS  MADE  AT  NAVY  YARD.  NEW  YORK. 


Dura- 

Coiil  furnished      tion 

by —  of 

I  test. 


CoalpeFj  Water 
„     ,     hour  peri  evapo- 


EqUlVJ 


Water 

evaporated      ^"n'     \  square 

I  [surface.!  of  coal.  T  of  coal. 


rated 
foot  of  ;  per 
grate   j  pound   p// pound 


Lbs.  Lbs.  Lbs.  Lbs.   T    Lbs.     '  Per  cent. 

41,509     I     5,470       11.4         7.58         8.87  13 


ture  of 
water. 


Sept.  4,  '97   Chiefly  lump 


The  sample  furnished  consisted  chiefly  of  lump  coal.  Fire 
was  started  with  wood  and  eteam  was  raised  to  40  lbs. 
Then  coal  fire  was  started  with  wood  embers. 


SHIPS'  TEST.S  ALPHABETICALLY  ARRANGED. 


too  oS  ttoos'of 

consumed !      ,„„:„ 

for  all     I  en"jn"g 

purposes,  i       ° 


Is  this 
coal 
suited 


How  long 

ihip  out  of 

dock? 


Estimated 
effect  of 

wind,  sea, 
and  sails 
upon  speed. 


16.24 
7.23 


55.1 
66.7 


3.05 
3.16 


Dark 

Dense 

Dark  gray_, 


Not  large. 


Moderate Ni 


Considerable  in 
size  and  quan- 
tity. 


Dark  in  color-., 


14.7 

13.77 


18.8 
15.2 


Dense  and  dark. 


.__-do 

. do 


Not  large. 
Large 


Not 
partic 
ularly 


Yes  - 

No  — 
Not 
ually 

Yes  . 

Slight- 


Every  12  hours  . 


Every  12  hours  - 
Every  8  hours  __ 
Once  in  48  houre 


At  end  of  triaL 


Wind  favorable, 


Very  difficult  to  keep  steam 
with  this  coal,  and  exhaust- 
ing on  the  tiremen,  who  are 
required  to  work  the  fires 
constantly. 


Yes  _  Yes 
No__  No. 

Yes  _l  No  _ 


9  months,, 
76  days- 


Foul None. 


Two  or  three  tin 


Not  necessary  to 
sweep  tubes  dur- 
ing time  reported 


Once  in  48  hours.. 
On  arrival  in  port- 


Once  in  24  hours 


No  — 
None 


1  month 
and  14 
days. 


46  days 

8  months., 


Fairly  clean, 

Foul Variable 


Poor  in  quality,  dirty,  larg^ 
percentage  of  ashes;  does  not 
supply  steam  sufficiently. 


About   a 
Wionths. 


Good ' do. 

Not  clean I       -|-.2 


"  No.     Running  at  too  slow  speed  to  necessitate  excessive  work. 
^  Above  the  average  for  good  coals. 


MOSHANNON  CREEK. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  0. 


Moisture. 

NoucombuBti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

lucrease  in 
weight  at 
•2-10°  F. 

Phosphoi-us. 

0.430 

1.310 

21.951 

67. 968 

7.251 

1.090 

0.003 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Average 
I.  H.  P. 

of  main 
engines. 

! 

Pounds 

Estimated    of  coal 

H.P.of        con- 

aux-      1    Bumed 

iliaries.    1      per      i 

hour. 

1 

Name  of  ship. 

1 
proxi- 

backer  ^•l-—"-"-      Fro„..l.„„,. 
capac-                               , 

1 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

Length  of 
trial. 

Condition 

of 

boilers. 

Newyoik.... 

Tom. 

1,290     Tompkinsville,     G.  S.  K.,  Navy 
'      N.V.                     Yard,  New 
York. 

$2.00 

- 

Nearly  all 
slack,  dirty. 

Ereshlv 
mined. 

Not.__ 

16  hours 

Clean  ___ 

Natural  ___ 

Good 

Sq.ft.       Knots. 
659       13.34    14,345.76 

1 
117         |10,063 

NANAIMO. 

CHEMICAL  ANALY'SIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


1                     [ 

Noncombueti- 
Moisture.         ble  volatile 
matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

weight  at      i    Phosphorus. 
250°  F.        ' 

3. 352 

1.998 

33.76i 

46.001 

SHU'S'  TESTS,  ALPHABETICALLY  ARRANGED. 


Ap- 
e  of  eliip.  I  proxi- 
I  mate 
bunker 
capac- 
■     ity. 


IJeiiningto 
3Ionterey_ 


Where  received. 


From  whom. 


General  ap- 
Price  pearauce  as  to 
per  ton.      lump  and 


Honolulu, H. I-   Consul  General 
. do 


San  Diego,  Cal_!  Spreckles  Bros. 


U.  S.  collier 
Brutus,  Guam, 
Ladronelel'ds. 


X'.  S.  S.  Brutus. 


Fair 

Lumpy 

Good. 

. do 


2  months. 

3  mo  nth  B- 


Under. 
Not__. 


CO  hours.. 
97  hours.. 


Good_ 
Fair  _ 


Tried  with 

forced  or 

natural 

draft. 


Natural  __. 
. do 


imated 
P.  of 

Pounds 
of  coal 

sumed 

arics. 

per 
hour. 

0.0 

! 

1,405 

76.75 

12, 940 

40 

2,567 

90 

2,857 

90 

2,874 

51 


MOSHANNON  CREEK. 

BOILER  TESTS  HADE  AT  KAVY  YARD,  NEW  YORK. 


foal  furuished 
by- 

Dura- 
tion 
of 
test. 

Water 
evaporated 
(calcu- 
lated). 

Coal 
sumeJ. 

Coal  per 
hour  per 
square 
foot  of 
grate 
surface. 

Water 

evapo- 
rated 
per 
pound 
of  coal. 

lent  evap- 
oration 

from  and 
at2)-20 

per  pound 
of  coal. 

Refuse. 

Steam 
pressure 

per 
gauge. 

Tem- 
pera- 
ture of 

feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Kemarks. 

Clearflrfd    bitu- 
minous Coal 
Corporation. 

Hn. 
24 

lbs. 
89, 168 

Its. 
11,360 

Lbs. 
12.16 

lbs. 
7.856 

Us. 
9.173 

Per  cent. 
11.9 

Ub. 
39.16 

72.44 

Zinc  slightly 
fused. 

July  28,  '93 

50  per  cent- 

Burned  freely.     Long  yellow   flume.     Cakes   very   slightly. 
Clinkers  small  in  amount  and  size.     White  ash.     Light 
lead-colored  smoke. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per    jjevolii- 
tonofcoal    S"°  "j 
consumed       ,„„:„ 
for  all       „  "  j'" 
purposes.         ^ 

Coal 

Eumed 
per 

H.P. 
per 

hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkere. 

Was 

^"■■''■l  Was 
■°f   1  loo. 

"'■^''stvc-r 

sive? 

How  often  were 
tubes  swept? 

Is  this 
coal 

suited 
for 

forced 
draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 

and  sails 
upon  speed. 

Remarks. 

2.97          85.63 

Lbs.       - 

Large  clinkers 
that  stick  close 
to  the  bat^. 

Yee._  Tes__ 

Not  swept  during 
run,  but  dirty  at 
end  of  trial. 

No 
trial. 

i'oul 

_ 

r; 

*This  coal,  jier  se,  is  of  good  quality.  It  is,  however,  of  a  low  commercial  grade,  mostly  slack, 
up  through  the  smoke  pipes  with  only  a  moderate  draft.  In  the  bunkors  this  coal  tends  to  heat,  and 
sive,  and  involves  a  large  coal  consumption. 


NANAIMO. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  MARE  ISLAND,  CAL. 


Coal  per 
Coal    I'lou'-per 


Water 

ivapomted :     "™'    I  square 

{caicu-     ;  .™"",     foot  of 

lated).     j  ='""'=*■     grate 

surface. 


Water 

evapo- 


teyap-  Steam 

i* and' Refuse.  P"!^"'*^ 


Tem- 
pera- 
ture of 

fei-d 
water. 


Temperatur 
of  uptake. 


SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumeJ 
for  all 
purposes. 

Revolu- 
tions of 

main 
engines. 

Coal 

sumed 
per 

H.P. 
per 

hour. 

Per 

cent  of 
refuse. 
Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 
of 
fires 

sive? 

Was 
eoot 

sive? 

How  often  were 
tubes  swept? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Estimated 

Condition  of     ^^"l^  "^ 

ship's  bottom.      ^„j'^i,3' 

Upon  speed. 

Remarks. 

10.8 

2.25 

6 
6.26 

6,1 

43.38 
75 

81 
80 

78 

lbs. 
5.1 

4.1 

3.2 
3.64 

4.5 

9.8 
24 

13 
16 

22 

Very  dense 

Dense 

Dark  brown 

Dense, dark;  not 
easily  dissipated. 

do 

Yes.. 
Yes_. 

Tes_. 
Yes.. 

Yes.. 

Yes.- 
Yes.. 

Tes.- 
No__ 

No.. 

Every  other  watch. 

Tubes  swept  before 
and  after  trial. 

12  honrs 

No.. 
No.. 

No.. 

For 
mod- 
erate 
draft, 

yes. 

..do  . 

No.. 
No  — 

No__ 
No.. 

No.. 

'K„n„ 

do 

Large  in  size  and 
quantity. 

4  months.. 

8  months.. 
20  days.... 

2  months.. 

Foul 

Very  foul 

Clean 

do 

Inappreci- 
able. 

2  koots 

Retard 
about   i 
knot. 

Very  alight 

A  substance  of  a  tarry  appear- 
ance melted  from  coal,  coh- 
ered grate  and  hung  down 
in  strings  in  ash  pita,  be- 
tween grate  bare. 

Every  12  hours 

do 

NANTYGLO. 

SHIPS'   TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Pounds 
of  coal 

sunied 

per 
hour. 

Nanieof  6bi]». 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

Geueral  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

Area  of 
grate 
surface. 

Average 
speed. 

Average  Estimated 
I.E.  P.  1    H.P.of 
of  main  1      aux- 
engines.l   iliaries. 

Detroit 

Raleigh 

Tom. 
340 

460 

Gibraltar 

Gibraltar. 

A.    Uateos    & 
Sous. 

A.    Mateos    & 

SODE. 

$4.74 
4.31 

Fair  per  cent 
lump. 

About  30  per 
cent  lump. 

Unknown  _ 
Direct  from 

Under. 

From 
collier. 

24  hours 

9  hours 

Clean  ... 

Not  very 
clean  and 
leaking. 

Natural  ... 
do 

Good 

Fair 

Sq.  ft. 
172.32 

394 

Knots. 
10.826 

10 

886. 28 
1,080 

28 
60 

3,023 
5,006 

NATIONAL  MEBTHYR. 


Bancroft '      203  ;  Alexandria, 

Egypt. 


Sfin  Francisco.       627     Havre,  France. 


E.  Barber  & 
Son. 

.5.23 

Good,  con- 
siderable 
lump. 

1  week 

Under. 

42  hours..-. 

Good 

Natural 

Good 

87.75 

7.83 

162 

40 

769 

I.  Rud  &  Co 

4.01 

60  per  cent 
lump. 

Not  known. 

From 
covered 
barges. 

24  hours 

..do 

Both 

Fair  .... 

276.5 

11.4 

1, 296. 25 

70 

3,733.3 

NEWCASTLE. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti-    Combustible 
ble  volatile           volatile        Fixed  carbon, 
matter.              matter. 

Ash. 

Sulphur. 

Increase  in 
weight  at 
250°  F. 

Phosphorus. 

13.69 
7.992 

3.32 
3.598 

28.99                   48.32 
25. 433                 63. 806 

5.78 
8.023 

0.164 
1.148 

3,78 

Trace. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 
trial. 

Kind  of 
draft. 

Area  of 

grate 

surface. 

Average 
speed. 

Average 
I.  H.P. 
ofmaiu 
engines. 

Estimated 
H.  P.  of 

iliaries. 

Pounds 
of  coal 

sumed 
per 
hour. 

Same  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 

per  ton. 

General  ap- 

pearauce  as  to 

lump  and 

slack. 

How  long 
in  store. 

From 
under 

or  not. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Tons. 
Alert 190 

Bennington  ..       403 

Navy  Y'd,  Mare 
Island. 

Jiquilisco  Bay, 
San  Salvador. 

G.S.K 

Puget  Sound, 
Cen'l  Ameri- 
can S.  S.  Co. 

SS.88     90  per  cent 
lump. 

1 

13.00  1  Lumpy 

i 

! 

2  months.. 

Brought  in 
ship  from 
mines. 

Under. 

From 
ship's 
hold. 

13  hours 

64  hours,  36 
minutes. 

Clean 

..do 

Natural  — 
do 

Good 

Fair  .... 

Sq.ft. 
*63 

165 

Knots. 
7.45. 

8.08 

261.65 
801. 18 

None  in 
use. 

38.9 

1,081 
3,250 

*One  boiler  ouly — h;ilf  boiler  powe 


NEWCASTLE  (BOWLEB). 


Good  ;  about     1  i 
30  per  cent 
lump. 


Under      72  hours 


Fair 280 


53 
NANTYGLO. 

SHIPS'  TESTS,  ALPHABETICALLY  ABRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

engines. 

Coal 
sumed 

per 
bour. 

Per 

cent  of 
refuse. 
Dr,-. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 

of   1^-°^ 
^^^^Isive? 
sive? 

How  often  were 
tubes  swept  t 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack  ? 

How  long 

ship  out  of 

dock! 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

8 
4.46 

87.  G 
70 

Ms. 
3.4 

4.4 

9.8 
16' 

Dark  gray 

Eather  smoky  ... 

Not  large 

-.-.do  

No  ..  No  ._ 
No      !  No  .. 

Once  in  24  Lours 

About  every  48 
hours. 

Yes. 

Not 
tried. 

No.. 

No  — 

6  months, 
19  days. 

4ff  months  _ 

Foul 

Some  what 
foul. 

The  coal  burns  well  but  very 
rapidly.    During    the   time 
this  coal  was  being  used,  the 
expenditure  per  day  was  very 
large  in  proportion  to  the 
distance  covered. 

NATIONAL  MERTHYE. 


fiG.l  2.73         17         :  Easily  dissipated.    Not  large. 


No Not  necessary Appa-   No.. 

1  rent-  | 
ly;not| 
tried. : 

No Not  swept Yes  .  No  .. 


12  days Good. 


NEWCASTLE. 

BOILER  TESTS  5I.\DE  AT  NAVY  YARD,  MARE  ISLAND,  CAL. 


Coal  furnished 

Dura- 
tion 
of 
test. 

Water 
evaporated 
(calcu- 
lated). 

Coal 
sumed. 

Coal  per 
hour  per 
square 
foot  of 
grate 
surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

Equiva- 

oration 
from  and 

al21!= 
per  pound 

of  coal. 

Refuse. 

Steam 
pressure 

per 
gauge. 

Tem- 
pera- 
ture of 

feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Brs. 
12.11 

lis! 
24,456 

Lbt. 
4,100 

15.14 

Lha. 
S.965 

Lhl. 
6.996 

Per  cent. 
10.5 

ils. 
43.6 

69 

Lead  and  tin 
melted. 

Sept.  14. -97 

Hard semibituminous coal,  uot  easilybroken.andof  agrayish- 
black  color,  with  a  dull  luster.     Burns  with  long,  reddish- 
yellow  Hanie,  but  takes  several  minutes  after  throwing  fresh 
coal  on  fire  before  it  beconies  thoroughly  ignited.    Moderate 
amount  of  brownish-gray  smoke,  easily  dissipated.    Swells 
but  little,  aud  does  not  cake.     Moderate  amouut  of  clinker. 

uu-ut  Co. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  Iter 
ton  of  coal 
consumed 

fur  all 
imrposes. 

Revolu- 
tions of 

engines. 

Coal 
sumed 

H.P. 

per 
hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 

'•\°'^-'.  Was 

'o"f  ! -/^ 

exces-'^^^™^ 

Isthis 

coal 

How  often  were      suited 

tubes  swept  ?        j    for 

forced 

'draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind, sen, 
and  sails 
upon  speed. 

Remarks. 

15.43 
5.57 

48.5 
83.88 

Us. 
4.13 

3.8G 

23 
12.97 

Dark  gray,  great 
volume,  dense, 
not  easily  dis- 
sipated. 

Dark    brown    in 
color. 

Large  both  in  size 
and  quantity. 

Not  large 

Yes-. 

Yes__ 

Yes__ 

Yes__ 

Intervals  of  8  hours.  No__ 

Yes._ 
No.. 

40  days.... 
5  months  __ 

Clean  

Foul 

None 

Inappreci- 
able. 

(t) 

fThis  coal,  Newcastle  No.  4,  is  entirely  unsuited  to  naral  purposes,  being  \evy  inferior  in  quality,  difficult  to  fire,  and  forming  largo  quantities  of  soot.    Tliis  latter  igniting  in  uptakes  aud  smoke 
pipes  results  in  excessive  heating  of,  and  serious  injury  to,  those  parts. 

X  This  coal  makes  a  very  dirty  fire,  excesssive  quantity  of  soot  causing  the  tubes  to  foul  very  soon.     Burns  freely  but  makes  no  body.    Is  an  expensive  fuel,  from  greatly  increased  expenditure 
required  to  do  the  same  work,  compared  with  Cardiff  or  Comoi.     In  cleaning  fires  the  whole  fire  is  practically  removed,  due  to  its  dirty  condition.    Altogether,  would  not  call  it  an  efficient  or 


NEWCASTLE  (BOWLER). 


4.7  13 


54 

NEW  RIVER. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,   WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carboD.          Asb. 

1 

'    Increase  in 
Sulphur.      1     weight  at 

Phosphurns. 

1.018 

0.834 

18.933 

71.064 

7.976 

'     0. 185                   0. 631 

0.089 

SHU'S'  TESTS,  ALPHABETICALLY  ARRANGED. 


Ap- 
Name  of  ship.    pro.\i- 
I  mate 
bunker 
I  capac- 
ity. 


Where  received. 


159     Newport  News, 


203      Boston,  Ma 


Price 
per  ton. 


C.iO.R.E.Co.' 
. do I 


Castine 292 

Columbia '  1,670 


Newport  News, 
Va. 

do 

Bermuda—. 

I 

I  Newport  Ne 
Va. 

.| do  ___ 

. do 


St.  Georges  Coal 


do - 


$2.75 
2.08 


2.25 
2.25 

7.79 
2.76 


1,795  ' do  . 


896  ' do_-_ 


G.  S.  K 

Massachusetts    1,597     Newport  News,  I  C.  &  0.  K.  R 

1  Va. 

Newport 238  i  Boston E.B.Townsend 


Newport 

New  York 

New  York 

New  York 

R;ileigh 


do I do 


General  ap- 
pearance as  to 
lump  and 
slack. 


Nearly  all 
slack;  3  per 
cent  lump. 


No  lump.. 
Fair 


Tried  with 

forced  or 

uatural 

draft. 


Direct  from 
From 

Taken  from  . 
barge  same 
day. 

Fresh  from 
Direct  from 

Unknown 
24  hours — 


Area  of 
grate 
snrface. 


I  Founds 

Average  Estimated    of  coal 

Average  I.  H.  P.      H.P.of        con- 

aux-      I    Bumed 

liaries.         per 

hour. 


In  open 
cars  and 
lighters. 

Un- 
known. 

Not  „ 


4  hours.  _. 
8  hours__. 

48  hours-. 
12  hours_. 


Clean  — 
Good  — 


24  hours.. 
24  hours.. 

40  hours I  Cla 


63  hours I  Good  _ 


.do 120 

.do 1,008 

Fair  . 
...do 

.do 

Medium  . 

472.5 

472. 5. 


12.83 
10.18 


390  26 

I 

360       I  40 

4,342.05  90 

1,607.45  50 

3,241.87  40 

I 

I 

3, 356. 43  40 

1,569.5  I  62.78 


1,200 
16,065 

4,853 
8,600 

8,750 
6, 259. 3 


3,692.13        160         !  7,600 


,1,817.3         177 


Poor 430.38      11.6       2,952       <      360  6,978 


Fair ,  183.76       9  600  50        ,1,963 


414  8.96      1,871.8  !         60.2 


Large  pro- 
portion 

impurities. 

. do 


Not  stored.'  Delii 


10  hours 


16  hours do. 


..*.  do 1  Good. 


.do do 


78  7.1  404.7  ;  9.3 


8. 98         198.66  6.84  I  1,100 


2.75    ....do 


Direct  from 
. do 


Not 

..do... 


do I do 

Key  West,  Fla.|  G.  S.  K 


2.08 
3.20 


Good 

Fair 


8  months..!  Under. 


20  honrs... 

4  hours 

48  hours 

19  hours 


Fairly 
clean. 

Clean  .. 


do Jo. 

do do I  987.97 


7.64         7.58.24       117  4,071 

18  9,296.51        191  18,147 


329         :     7.48         930  117  4,240 

392  10.9        1,400  100  5,986 


55 


NEW  RIVER. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  NEW  YORK. 


Dura- 
Coal  furnished     tiou 
by-                of 
test. 

Water 

evaporated 
(calcu- 
lated). 

Coal  per   Water  |  Equiva- 
Coal      •■""nH-r   evapo-   '«»>  «™P- 

surface,  of  coal,    of  coal. 

Steam 
pressure 

per 
gauge. 

Tem- 
pera- 
ture of 

feed 
water. 

Temperature 
of  uptake. 

Date. 

• 

Lump  coal. 

Remarks. 

Hrlt. 

Chesapeake    &     24.42 
Ohio  R.  n. 

1 

Us. 

87, 367 

11,200 

Lbs.          Lbs. 
12.07    !  7.800G 

Lbs.     'Percetit. 
9.179    1    6.288 

Lbs. 
39.88 

64.88 

Lead  and  tin 
melted. 

Oct.  11, '93 

lu  bags 

Burned  freely.    Long  yellow  flame.    Cakes  quickly.    Small 
amount  of  coke  fell  through  bars.    Clinkers  small  and  hard. 
Light-gray  ash.    Dark-colored  smoke.     Crumbles  slightly 
in  handling.    Traces  of  blatc. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED, 


'^!}°'^^I,    Revolu- 


of  COftl 

)U6unied 

fur  all 

purposi's. 


5.04 
2.63 

2.44 
2. 33 


4.20 
2.22 
3.95 
3.G1 


2.57 
3.86 


cent  of 
refuse. 
Dry. 


Dark Not  larg 

do ' do  __ 


Not    very  dense  i  None. 
except    w  i  t  h  I 
Ptrong  draft. 


4.65 
1.91 
4.05 


Easily  disBi'pated-j  Not  large 


Dark,  not  easily    do- 

dissipated. 


Dark- _ 

Dark  brown ' do  _ 

I 

I 
Easily  dissipated-' do_ 

Not  dense,  dark,    do__ 

easily  dissipated. 


13.3 


12.3 
9.95 


Medium do 

Easily  dissipated do Yes. 

Not  as  received  ;  lump  of  same  grade  would  be.  f  No  ;  rate  of  consumpti 


Not  excessive- 


work- 
ing 
of 
fires 
exces- 
sive 


exces- 
sive? 


How  often  wei 
tubes  swept? 


1  Any 
'undue 
,  beat 


24  hours 

Once  in  24  bours_, 


do 

Not  swept - 


(t)- 


No. 


Largi 
quan- 
tity, 


No. 


Once  in  24  hours... 

. do 

Once  in  48  hours— 

Not  during  trial— 


trial 
._do  - 


Not  swept  during 
time  reported  on. 


Yes„ 
None 


How  long 

ship  out  of 
dock? 


8  months. - 
C  months 


23  days_ 
64  days. 


Condition  of 

ship's  bottom. 


Fair  _. 
Clean  . 


Foul  -. 
.._.do- 


12  monthe. 
5  months. - 


Not  clear 
Foul 


*   effect  of 

wind,  sea, 

and  sails 

upon  speed. 


Little     01 
No  effect . 


No_- 


1  moDth... 


Clean '  Speed    de- 

I      creased  2 
]      knots. 


do Speed     iu- 

c  r  e  a  8  ed 
1,2  kuots. 


Not  swept No     None 

trial. 

Not  necessary do do 

u  aays. 

No__   Not  at  all do do  _    2  months,     Clean 1  None. 

Once  in  24  houri 
per  hour  was  too  small  to  cause  excessive  work.  t  No  opportunity  to  hoist  and  weigh  ashes  during  trial. 


56 


NEW  RIVER— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED— CosTlNUI 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Average 
I.  H.  ['. 
of  main 
engines. 

Estimated 
H.P.of 

iliaries. 

Pounds 
of  coal 

sumed 

per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
buuker 
capac- 
ity. 

Where  received. 

From  whom.    1^^"™^ 

General  m)- 
pearanceasto    How  long 
lump  and          iu  store. 
Black. 

From 
under 

or  not. 

Solace 

Tons. 
800 

Newport  News, 
Va. 

Guantanaino 
Bay. 

Newport  News, 

N.N.S.iD.D.        Not 
Co.                      known. 

Schr,  "Wm.Ii.        Un- 
Palmer."         known. 

C.&O.R.E.Co      S2.76 
G.S.  K.-  Navv  1       3.45 

In   lumps; 
very    few 
impurities. 

From  cars 
direct  from 
mines. 

Unknown 

Not  — 

Under- 

Not  de- 
termin- 
able. 

No 
data. 

Not.._ 
-do  _._ 

-do  — 
..do  -. 

81.76  hours. 
48  hours.... 

3G  hours 

24  hours 

36  hours 

2  hours,  48 
minutes. 

3  hours 

4  hours 

Excel- 
lent. 

G««l.... 

.-do 

..do 

Clean  ... 
..do 

..do 

Good 

Natural  ... 

.—do 

....do  

....do  

Forced   J" 
pressure. 

Forced    to 
^"  water 
pressure. 

....do  

Natural  _._ 

Good 

..do 

..do 

..do 

Sq.  .ft. 
3iiO 

360 

531.6 

398.7 

150 
146. 25 

146.25 
460 

luwts. 
12.2 

13 

7 

10.4 

13 

15 

14.6 
13.5 

2,500 

2, 050 

No 
data. 

1,288.9 

Est. 
900 

Est. 
1,.'325 

Est. 
1, 300 

3,300 
Est. 
No  indi- 
cator. 

176 

180 
No  data  . 
25.7 

16 
25 

25 
276 

i 
6, 786      ' 

5,  646 

4,370 

Texas 

860 

very    few  ' 
impurities. 

Very  little     Not  dcter- 
lump.                 minable. 

l.'i2 

Yard.' 

i 

lumps. 

Nearly  all 
Black. 

Good;  princi- 
pally slack 

.—do 

Poor,  fine;  a 
good    deal 
of  Black. 

2  days 

About  2 
months. 

—do 

Fresh  from 
mine. 

Vesuvius-      . 

&  Co. 

3.85 

3.85 
1.75 

Good 

-do 

..do 

Vesuvius 

Yankee 

1,000 

ria. 

-—do 

Navy    Yard, 
■   New  York. 

....<lo  .-_ 

Contractor 

6.720 

NIXON'S  NAVIGATION. 


Machias... 

Raleigh 460 


O.Whittal*Co 

Eme>6on's 

Warnes  Co 


Hongkong,  ]  Carlowitz  &  Co. 


4.25 
6.87 


4.74 
4.74 


Good,  fair 
amount  uf 
lump. 


ties ;  lump 
and  Black 
equal. 


11.80  Good,  fair 
proportion 
of  lump. 


Said  to 

have 

been  un- 

dercov- 


14  hours 

39  hours 


Fair..... 
Clean  aud 


24  hours Good 


24  hours Fairly 


—  do 

..do 


Good 

87.75 

8.20 

226 

Fair 

64.2 

5 

Not  in- 
dicated. 

Good 

120 

11.00 

4a3. 047 

..do 

120 

11.3 

611.286 

Fair 

280 

8.9 

580 

Good 

495 

10.8 

1,460 

35  815 


26         1  1,380 


1,380 
3,760 


OCEAN  MERTHYB. 


Bahia,  Brazil .. 


do 


8.62 
8.15 


Large  propor- 
tion of  lump. 


9.73    do.. 


Unload- 
ing from 
vessel. 


Unload- 
vessel. 


Fresh     89  hours  20 

from  minutes. 

steamer. 


Good 

120 

8.7 

468 

.do 

120 

9.46 

446.7.^ 

.do..... 

120 

10 
Est. 

483. 17 

Fair 

120 

7.62 

483.63 

Good 

120 

7.09    . 

462.02 

40  1..300 

40  1,450 

40  I  1,641 

40  1, 540 


57 


NEW  RIVER— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED— Contini 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

engines. 

Coal 
sumed 

per 
hour 

Per 

rent  of 
refuse. 
Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 

work- 
ing 
of 
fires 

sive? 

Was 

soot 

sive! 

How  often  were 
tubes  swep? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
efiect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

6 
5.3 

3.6 
.1.8 

17.3 

71.8 
73.4 
67.0 
70.6 

150. 1 
184.7 

183.1 
03.  G 

L6». 
2.2 

2.25 

No 
data. 

4.6 
1.89 

15 
14 
8.4 
11 

14  R 

Very  light 

Easily  dissipated- 
Dark  in  color 

Dark 

Small  and  few 

Few,  small  clink- 
Not  large 

do 

No.. 

No.. 

No- 

Not 
ally 

No.. 

No  — 

No  — 
Yes.. 

No.. 

No.. 
No- 
No.- 

No.. 
No.. 

After  10  days'  run— 

10  days 

When  ship  arrived 
in  port. 

On  arrival  in  port.. 

Yes.- 
Yes.- 

Yes— 

Not 
tried. 

Yes— 
Yes.. 

Yes- 
No- 

No- 
No- 
No.- 
No.. 

No  — 
No.. 

No.. 
Yes.. 

1  month — 
3  months.. 

2  months, 
25  days. 

5  months, 
23  days. 

2  months,. 

6  months— 

—do 

About  7 
moDtiis. 

Clean 

Good 

do 

Ordinary 

Reduced  J 
knot  for 
24  hours. 

None 

Variable  — 

Easily  dissipated. 

Not  very  dense; 
not  dark;  easily 
dissipated. 

—-do 

Easily  dissipated. 

Small 

Very  large 

Docked  Aug. 
18, 1897,  but 
fairly  clean. 

Fairly  clean- 
Foul  

Practically 
nothing. 

.2  or  .3  of  a 
knot. 

Wind  favor- 
able  to 
draft;  sea 
smootb  ; 
no  sails. 

1.8 

14  Est.; 

of 
weigh- 
ing. 

No 

4.5 

Very 
thick. 

Every  24  hours 

NIXON'S  NAVIGATION. 


129.8 

3.13 

11 

38 



12 

140.7 

3.57 

8.6 

14.1 

2.1 

10 

63 

5.8 

20 

79.5 

3.6 

16 

pated. 
Light  bro  WD  _ 


Small  in  size  and 
quantity. 


Medium Not  large. 


No.. 

No. 

No.. 

No  — 

No.- 

No  — 

No  — 

No.- 

Con- 

No. 

sider- 

able. 

No- 

No.- 

Once  in  24  ho 
Not  on  run  __ 


Not 
tried. 

NO.. 

Yes  - 

No.. 

Yes  - 

No.. 

Yes  . 

No.. 

Not 
tried. 

No  — 

Not  if 
speed 

No.. 

quired 

2    montht:, 
10  days. 


'  13^  knotu— I  This  kind  of  coai  is  of  an 

I  j       cellent  steaming  quality. 


The  steering  engine,  the  ven- 
tilating engines, and  dynamo 
engine  were  shutdown  much 
of  the  time,  which  accounts 
forthe  economy  shown.  The 
coal  lies  dead  on  the  grates 
and  when  thefiresareworked 
rnna  through  like  sand. 


OCEAN  KERTHYR. 


227.23     j     2.67 
255.21     I     2  7 

120  2  2.9 


10.26  UC, 


11.8    j  Easily  dissipated-   Not  lai*ge. 

i 
do 

do 

__'_do Small. 


No.. 

No  — 

No- 

No.. 

No.. 

No  — 

No.. 

No.. 

No  — 

No-. 

Once  in  24  ho 


..    Once  in  48  ho 


Yes.. 

No.. 

Yes- 

No- 

Yes-. 

No.. 

Yes- 

No- 

Yes- 

No_- 

1  month  24     Fai 


58 


OCEAN   MERTHYR— Continued. 

SHIPS'  TESTS,  ALPUABETICALLY  ARRANGED— Co.NTlNVED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 

grate 

surface. 

Average 
speed. 

Pounds 
of  coal 

sumed 
per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Wliere  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

.Average 
I.  H.P. 
ofmaiu 
engines. 

Estimated 
H.P.  of 

iliaries. 

Castine 

Detroit 

Tout. 
292 

340 

326 

Pernambuco, 
Brazil. 

Port  Said.Egypt 

Montevideo, 
Uruguay. 

Wilfon  Sons  & 
Co.,  Ltd. 

Port  Said  and 
Suez  Coal  Co. 

T.  H.  Mudd  & 
Co. 

S9.24 
4.86 
7.17 

8.51 
9.48 

9.  .36 
7.78 
11.15 

5.10 

6.35 

(*) 

(*) 

(•) 

15.00 
15.00 
11.75 

11.75 
6.35 

20  shil- 
lings. 

One-half 
lump. 

Fair  per  cent 
lump. 

About  1 
month. 

Unknown . 
2  months— 

9  days 

Direct  from 
ship  by 
lighter. 

51  days 

6  days 

5  months  — 

2  weeks  — 

2  days 

Not  known 
do 

—-do 

do 

-—do 

do 

do 

Arrived    in 
the  day  b( 

purchase. 

Under- 
Covered 
Under. 

81  hours  40 
minutes. 

136.6  hours - 

Good Natural  — 

Clean ! du 

Fair 

Variable 
Good 

&;.   fl. 
120' 

130 

294 

294 
147 

A"ho(s. 
7.63 

9.2 

8.5 

8.35 
4.5 

7.65 

0 

9.4 

10.2 

10.5 
11.3 
14.6 

12.2 
13.32 
11.10 
12.87 

12. 34 
9.29 

10.9 

427. 72 
664. 64 

40 
25 

1,838 
2,350 

do 

Direct 

from 

ship  by 

lighter. 

Not 

..do 

_  do 

Montevideo, 
Uruguay. 

Chefoo,  China  _ 

PortSaid.Egypt 

Under. 
..do 

-do 

-do 

-do 

-do 

-do..- 

..do 

..do- 
..do 

..do 

collier 
fore  the 

do 

Machiae 

Machias     

292 

Ferguson  &  Co_ 
Suez  CoalCo... 

Fair  propor- 
tion of  lump. 

Lumpy,  very 
little  slack. 

—  do 

Fair 

do.   

—-do 

Lump  and 
slack. 

—  do  -      — 
Slack  chiefly- 
Slack  

Good;  about 
30  per  cent 
lump. 

25   per  cent 
good. 

24  bonis 

-—do 

-—do 

4  days 

9  hours 

4  days 

97.42  hours. 
118  34  hours 
171.41  hours 

122.69  hours 
140  hours 

20  hours- 

-do 

do 

Natural  — 
do 

Good 

-do 

-do 

..do 

120 

120 

120 
414 
552 

652 
312 
312 
312 

312 

24  hrs., 
298; 

67  his., 
254: 

49  hrs., 
394. 

276.5 

700 

698. 92 

469.07 

26.37 

6, 180. 85 

3,440 
2,139 
1,441 

1,974 

1,886 
920 

1, 433. 6 

Est. 

30 

25 

25 
140 
250 

140 
30 
30 
30 

30 

76 

75 

1,480 

1,840 

1,380 
7,357 
17, 614 

9, 211 
4,638 
3, 820 
4,600 

5,150 
3,957 

f,  .53(1. 6 

Macbiiw       -_ 

Good do 

do ' do 

Oregon 

Oregon 

Oregon 

Pliiladelphia  . 
Pliiladclphia  - 
Pbiladelpbia  . 

Philadelphia  _ 
Raleigh 

1,594 
1,085 

460 

627 

Sons. 
Callao,  Peru Grace  &  Co 

-—do 

do 

-—do 

- do 

-—do 

Port  Said,  Egypt 

Gravesend,  Eug 

Grace  Bros.  & 
Co. 

do 

—  do 

—  do 

Port  Said  and 
Suez  Coal  Co. 

-do 

—  do 

-do 

—  do 

-do 

—  do 

Fair  .... 

draft,  \i" 
pressure. 

Natural  — 

Both 

....do 

do 

do 

Natural  — 

-—do 

Good 

..do 

-do 

—  do 

—  do 

Fair  — 

-do 

*S15  delivered  on  board,  $13  delivered  alongside. 

PARDEE. 

CHEMICAL  ANALYSIS  MADE  AT  NAVT  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

blo  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

-ish. 

Sulphur. 

Increase  in 
weight  at 
260°  F. 

Phosphorus. 

0.598 

1.342 

18.248 

72.993 

6.309 

0.509 

0.003 

59 


OCEAN    MERTHYR— CONTIXTED. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED— Costinced. 


1    Coal 

Knots  per  p„p.i„  [  con- 
ton  of  coal  i>"°  ";  sumed 
conBumed  I      ™^in  per 

f"--""       en^ties.      ^-^ 
purposes.        ^  per 

hour. 


11.12 

8.78 


6.25 
12.5 


3.01 

6.M 
9.27 
6.30 

5.34 
5.26 


117.6 
78.6 


107.3 

91.7 
74.34 
65.61 
72. 93 

71.80 


3.22 
2.57 


2.57 
2.09 
2. 1-'O 


Per 
cent  of 
refuse. 

Dry. 


Dark  gray r 


Medium  volume, 
light  brownish 
color. 


Easily  dissipated.    Moderate  in  size 
and  quantity. 


Xot    dense,    but     Thin    but    very 
dark  in  color,  not       bad. 
easily  dissipated. 


Dark I  Large 

Not  large, 
sipaieti. 

do do 


Not  dense,  dark, 
easily  dissipated 


do 

Light 

Not  dense  _ 


Not  dense  _ 


Moderate  in 

amount  and  easily 

dissipated. 


Easily  dissijiuted. 


. do 

Small 

Not  large 

Very  large. 


Large 

Not  large- 


How  often  were 
tubes  swept? 


Once  in  48  hours.. 
Once  in  60  hours.. 
Once  in  48  hours.. 


_do_ 


Once  in  24  ho 


Is  this 
suited 


Once  in  24  hours No  - 


Any 

undue! 

heat- 1   How  long 
ship  out  of 
dock? 


Yes; 
due  to 
imper- 

feet 


Once  in  24  hours.. 

In  4  days 

Once  in  2  days 

Each  48  hours 


I  16  hours.. 


48  hours Y 


Yes.. 
Tcs.- 

No.. 


4monthsl3 
days. 

6  months  5 

2    yeare   4 
mouths. 


3  years. 


3  years  4 
months. 


6  months  10 
days. 


9  days 

2  months  . 


. do. 

...do 

13^  mouthi 
2  months. 

do 


Covered  with 
grass. 


Covered  with 


. do 

Good 

Fairly  clean 
. do 

. do 


Estimated 
effect  of 

wind,  sea, 
and  sails 

upon  speed. 


This  coal  burned  out  a  good 
many  grate  bars,  but  other- 
wise was  very  good. 


PARDEE. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  NEW  YORK. 


Coal  furnished 
by- 

Dura-i     Water 
tion  'evaporated 
of    1     (calcu- 
test.  1      lated). 

1 

Hrs.           LhK. 
12     1      44,281 

I 

1 

Coal 
sumed. 

Lbs. 
5,400 

Coal  per 
hourper 
square 
foot  of 
grate 
surface. 

Water 
evapo 
rated 
per 
pound 
of  coal. 

Equiva. 

from  and 

per  pound 
of  coal. 

Refuse. 

Steam 
pressure 

per 
gauge. 

Tem- 
pera- 
ture of 

feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

David  Duncan  4 

Lbf. 
11.25 

Us. 

8.2oni 

Us. 
9.5797 

Per  cent. 
11.296 

Lhi. 
40.75 

72.626 

Aug.  10,  '96 

Good  coal  for  ordinary  natural  draft.    The  coal  is  bitumi- 
nous.   No  clinker.    Antimony  placed  in  front  connection 
was  intact. 

Son. 

zinc  melted. 

60 


PARDEE— COXTIXTED. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

1 

Pounds 
of  coal 

sumed 
per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
uuder 

or  not. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Averaee 
speed. 

Average  Estimated 
I.H.P. :    H.P.of 

engines,    iliaries. 

Amiihitrite.-- 

Toiw. 
2oO 

Savy  Y'd.Xew 
York. 

G.  S.  K 

52.63 

Fair 

Unknown  _ 

Un- 
known. 

12  hours 

Fair 

Natural  _.- 

Fair 

Sq.ft. 
2.12 

Knots. 
6.6 

699 

40 

3,260 

Annapolis 

■225 

Key  West,  Fla  _ 

Peale,  Peacock 
&  Kerr.* 

2.85 

Slack 

5  days 

Under. 

4  hours 

Good— . 

do 

Good 

49 

6.6 

141.6 

6 

550 

292 

U.     S.     Naval 
Station,  Key 
West,  Fla. 

G.  S.  K 

Two -thirds 
slack. 

9  days 

-do  ___ 

8  hours 

..do 

do 

-.do  - 

120 

8.4 

Not 
indi- 
cated. 

40 

1,320 

Columbia 

i.ljTO 

Navv  Y'd.New 
York. 

David  Duncan 
&  Sou. 

2.63 

Fair 

Direct  from 
mines. 

In  open 
lighters. 

21  hours 

-.do 

....do  

—do 

672 

11.3 

2,251 

80 

6,214.7 

Iowa 

1,795 

do 

Duncan  &  Son, 
1   Broadway, 
New  York. 

1.90 

Fair  percent 
lump. 

Fresh  from 

Not— _ 

16  hours 

Clean 
and  good. 

....do  

-do 

378 

9.3 

2,(M3.4 

177 

S,.'<32 

Texiis 

1 

850 

Dry  Tortngas, 
Fla. 

David  Duncan 
&  Son,  Phila- 
delphia, Pa. 

2.95 

Fair 

Not  known. 
Bill  of  la- 
ding Jan- 
uary 17. 

Under- 

34  hours 

Good 

....do 

Fair 

398.7 

10.7 

1,288.6 

51.4 

6,629.7 

PARDEE  PATTON. 

CHEUICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Noncombusti- 
Moisture.          ble  volatile 
matter. 

Combustible 
volatile 
matter. 

Fixed  carbon.           Ash. 

Increase  in 

Sulphur.            weight  at        Phosphorus. 

2o«o  F. 

0.606 

1.344 

13.901 

74.163                  9.291 

0. 693                   0. 644                   0. 000 

SHIPS'  TESTS,  .VLPHABETICALLY  ARRANGED. 


Coal. 


'..P-'  '  I  1  I 

Name  of  ship,   proxi-  '  General  ap- 

i  mate  i  ,r-i  •      i       r  i.  Price      pearanceasto     How  long 

'bunker^^^"*''"'""'^^-     ^J^^m  whom.     L„»„„  <     i..,„,.  ,....1     I     .„  st^r*. 
I  capac-  I  I 


ity. 


!  Tons.  I  I 

Indiana I  1,597  |  Off  Tompkins-     D.  Duncan   & 

I      ville,  N.T.  Son,l  Broad- 

i  ]      way,     Xew 

I  '  York. 


Mostly  slack-   24  hours 


Largely  slack,    Direct  from 


Mas^chusetts  1  1,597    do_ 


"dmT'     ■"■'"■  r^^^'- 


Pounds 
.\verage  Estimated    of  coal 
Average  I.  H.  P.      H.P.of        con- 
1.    of  main        aux-     .   sumed 
liaries,  per 

hour. 


I  I    S'J.  ft.   ,    Knots. 

Full  speed.  '  Good Natural—    Good 552"      I  Bv  pat-  2, 906. 66     44.54 

Natural  I  ent  log,  1 

draft ;  24  I  j    9.46  ; 

hours.  I  bv  bear- 

iings,8.9. 


do...'  Iday '  Cleanand do !..do 430.38  I  12  3,138.20!       400 

I  I      At  20 

pounds 
steam  per 
H.  P.  per 


Massachusetts 

Montgomery  _ 

340 

Texas 

850 

9.21     !2,058.6 


Dry  Tortugas '       2. 95 


Navy  Y'd,  New     G.S.K !       2.63      About    o 

York.  I  half  lump,  i 


Not  known       Not       97  hours.. 


Good Natural-— I  Good 252. 


New  York  City-    Duncan  4  Son.'       2.63  i No  data  —       No        3  c 


60 


61 


,  PARDEE— Continued. 

SHIPS'  TESTS,  ALPEIABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes, 

4.64+ 
26.4 
15.8 

4.09 

4 

4.26 

Revolu- 
tions of 

main 
engines. 

Coal 

Bumed 
per 

H.P. 
per 

hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 
of 
fires 
exces- 
sive? 

Was 

soot 

s'ive? 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
eftect  of 

wind,  sea, 

and  sails 

upon  speed. 

Remarks. 

S.48.7 
P. 48.1 

70 
119.5 

71 
59.7 

69.6 

its. 

52  + 

3.8 

2.33 
2.69 

4.2 

10.1 
13 

15 

11 

U 

11.25 

Dark 

Not  large 

....do  

do 

Not  excessive 

Not  large 

No  — 
No._ 
No.. 

No  — 
No.. 

No.. 

No__ 
Yes_. 
No.. 

No-_ 
No.. 

No.. 

No__ 
No__ 
No-_ 

No- 
No__ 

No-_ 

4^  months  _ 

8  months  __ 

1  month,  16 
days. 

1  week 

8  months, 
20  days. 

27  days 

....do  

Dark,  but  easily 
ditjSipatcd. 

Dark,  easily  dis- 
sipated. 

-.-do 

Dark       .     

Every  12  hours 

Once  in  72  hours 

Yes.. 
Yes.. 

Not 
tried. 

No 
trial. 

Not 
tried. 

Good- _   One 

Fair None 

Not  during  run 

Not  swept  up  to  end 
of  time  reported 

Foul No  effect  __ 

verse. 

PARDEE  PATTON. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

main 
engines. 

Coal 

sumed 

per 
H.P, 

per 
hour. 

Per 

cent  of 
refuse. 
Dry. 

Character  of      ,       Quantity  of 
smoke.           i         clinkers. 

Was 
work- 

fires 
sive? 

Was 
soot 

eive? 

How  often  were 
tubes  swept? 

8>i°red  '"^'""      ^"^  '""S 
J  _    !   ing      ship  out  of 
,""^j      of           dock? 
f"™",  smoke 
'I"'"' stack? 

i 

Condition  of 
ship's  bottom. 

Estimated 

effect  of 

wind,  sea, 

and  sails 

upon  speed. 

Remarks. 

2.36 

4.02 

2.64 
2.3 

8.23 
3.6 

P.  83.1 
S.  83. 3 

84.96 

S.  78. 19 
P. 78. 22 

S.  87.45 
P.  87. 43 

S.  96. 32 
P. 96. 34 

Lbs. 
3. 03 

1.8 

3.02 
2.68 

3.2 
4.12 

11.5 

9 

10.12 
13.43 

8,42 
16 

No      1  No 

Not  time  to  deter- 

No- 

Yes— 

Yes- 
No - 

Yes- 

Nat- 
ural 
draft, 

forced 
draft, 
yes. 

No  — 

9  months  — 
4  months.. 

Supposed   to 
be  foul. 

Good 

Moderately 
foul. 

Very  foul 

Clean 

dense. 

Dense,  dark,  and 
not  quickly  dis- 
sipated. 

Medium 

Dense,  dark 

Dark 

...-do 

Small 

Not  large 

Medium 

No.. 

No.. 
No  — 

No- 

No.. 

No- 
Yes- 

No- 

No  effect  — 

A  fairly  good  coal. 

Although    there    was    a    fair 
amount  of  lump  <n  this  coal, 
it  seemed   to  fall    to  pieces 
easily,  and  when  thrown  into 
the  furnace  a  large  percent- 
age was  carried  up  the  smoke 
pipe. 

Every  24  hours 

Once  in  2  days 

Twice  daring  run 
and  in  port. 

No  — 
No- 

11  months. 

3  days 

2  months. 

1  knot  per 
hour 
against 
the  Rhip 
for  about 
10  hours. 

Sea  reduced 
speed    3 
knots. 

density. 

. 

13  days. 

62 


PATENT  FUEL,  ANCHOR  BRAND. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


iiame  of  ehip. 

Cua,. 

Leugtb  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Pounds 
of  coal 

sumed 
per 
hour. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

AVhere  received. 

From  whom. 

1 

Geueral  ap- 
Price     pearance  as  to 
perton.       lump  and 
slack. 

How  long 
in  Btore. 

From 
under 

or  not. 

Average 
I.H.P. 
of  main 
engines. 

Estimated 
H.  P.  of 

aux- 
iliaries. 

Iliileigh 

Tom. 
400 

Beirut,  S.vria  .. 

Carstantine 
Fargialla. 

S5.85 

Nolump;fine 
coal. 

Taken  from 
collier. 

Taken 
from 
collier. 

24  hours 

Good  and 
clean. 

Natural  ___ 

Good 

Si-  /'■ 
254 

Knots. 
9 

700 

77        1  3,680 

PRINCE  BRAND,  PATENT  FUEL  (BRiaUETTES). 


PENRIKYBER  NAVIGATION. 


Sail  Francisco. 


Acapulco,  Mox_!  B.  Fernandez  & 


Genoa,  Italy Penna&  Co_ 


Fair  propor- 
tion of 
lumps. 


Kot  known, 
probably 
short  time. 


"  G  iadys- 
with,"  but 
in  ligbfers 


53.  57  hours.   Good 


_     Fair  to 

\     poor. 


188.50   17,788 


PENLLYN  MERTHYR. 


Castiue- 
Castine,. 


i  Buenos  Aires  _ 


I  Montevideo 
'    Uruguay. 


J.  Mudd  &  Co_. 


7..54 

Large  pro  por- 
tion of  lump. 

Received  di- 
rect. 

From 
import- 
ing ship. 

8   hours,   59 
minutes. 

Good 

8.02 

do._ 

3  weeks 

Not  __- 

10  hours,  25 
minutes. 

_.do 

7.78 

Large  propor- 
tion of  slack 
and  inipuri- 

2  months  .. 

Uuder. 

7  hours 

One  clean 
one  dirty 

Good 120 

..do 1  120 

Poor I  120 


1,190 
40  1,900 


PITTSBURGH. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

Increase  in 

weight  at 
25U°  F. 

Phosphorus. 

2.60 

1.55 

30,12 

63.01 

2.75 

0.172 

0. 300 

SHIP.S'  TESTS,  ALPHABETICALLY   ARRANGED. 


Coal. 

Length  of 
trial. 

Condition 
of 

boilers. 

Pounds 
of  coal 

sumed 

per 
hour. 

Ap- 
Nameofship.    proxi- 

'bulfker  ^^'^^''^  received.      From  whom, 
capac- 

Price 
perton. 

General  aji- 

pearance  as  to 

lump  and 

slack. 

How  long 
in  store. 

From 
under 

or  not. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
dnifl. 

Area  of 
grate 
surface. 

Average 
speed. 

Average 
I.  H.  P. 

of  main 
engines. 

Estimated 
H.P.of 

aux- 
iliaries. 

To»>. 
Maine 890    New  Orleans,La 

Texas 850    do 

W.G.Coyle&Co 
....do 

$2.55 
2.65 

Run  of  mine. 
About40per 
cent  lump. 

t 
About   slnyun- 
months      covered 
from  mine.  '    boat. 

4  days 

3  days 

Clean  and 
good. 

Natural 

Good 

Sq.  ft. 
358 

631.6 

Knolt. 
9.3 

9.5 

1,382 

400 

4,400 



63 

PATENT  FUEL,  ANCHOR  BRAND. 

SHIPS'  TESTS.  ALPHABETICALLY  ARUAXGED. 


Knots  per ! 
ton  of  (.oal 
consumed 
for  all  ! 
'  purposes,  j 


cent  of 
refuse. 
Dry. 


Was 

soot 
esces- 


How  long 

ship  out  of 

dock? 


Estimated 
Condition  of  I  ,fj^f 
ship's  bottom.  I   3^^37,*;' 
upon  speed. 


Moderate  in 

amount  and  not 

very  dark. 


PRINCE  BRAND,  PATENT  FUEL  (BRiaUETTES). 


117.8      1     5.16 


12.4    I  Thick  and  dark,     Small  in  Bize,mod-,  Ye8__  Yes._|  Everj' 12  hours i  Not  JKo_ 

not  easily  dis-  j      erate  quantity.  11  tried. 

Bipated. 


PENRIKYBER  NAVIGATION. 


27.6 
2.28 

S.  140. 2 
1'.  140.1 

110.73 

2.41 

2.38 

13.2 
10.  C 

Dark  iu  color 

Easily  dissipated. 

Moderate  in  size 
and  quantity. 

Not  large 

No.. 
No.- 

No_. 

Once  every  4  boars 
with    air;    once 
every    24    hours 
with  eteam. 

Not 
tried; 
prob- 
ably 
not. 

fes-. 

No__ 
No._ 

Between  5 
and  6 
mouths. 

47  days.... 

Probably 
good. 

None 

(t) 

*Yes;  considerably  more  than  "Albion  Cardiff.'" 

fThe  trial  above  reported  was  uuler  same  conditions  as  trial  IV  in  report  dated  February  9,  1898,  on  Albion  Cardiff  coal,  received  at  San  Francisco,  Cal.,  January  3, 1898,  except  that  there  was 
during  the  trial  now  reported  about  90  tons  more  coal  in  bunkers.  .\  comparison  shows  about  11  per  cent  more  coal  per  H.  P.  per  hour  necessarv  with  this  coal.  In  trial  III, report  of  February  9,  a 
mean  of  160  revolutions  and  a  mean  speed  of  9.5  knots  was  made  for  47.6  hours  with  ono  boiler.    An  attempt  to  do  the  same  with  this  coal  was  unsuccessful  aud  very  severe  on  grate  bars. 

PENLLYN  MEBTHYB.. 


18.8 

124.2 

2.6 

8.1 

Dark,  easily  dissi- 
pated. 

Not  large 

No_ 

-   No  .. 

.\lteniate  days 

_:  Tcs- 

No_. 

5  months, 
13  days. 

Fair 

None 

19.07 

133.6 

2.5 

12 

-...do 

....do 

No- 

.NO.. 

do 

-1  Yes  . 

No.. 

7  days 

Good 

....do 

9.78 

167. 14 

3.4 

13 

do 

do 

No_ 

_l  No  — 

Once  in  48  hours  .. 

-  Yes. 

No.. 

2  months, 

8  days. 

Foul,  slightly 

PITTSBTJKGH. 

.SHIPS'  TESTS,  ALPHABETICALLY   ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

engines. 

Coal 

sumed 
per 

H.  P. 
per 

hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 

'o"f 
fires 

sire? 

Was 

soot 

Bive? 

How  often  were 
tubes  swept? 

Is  this 
coal 
suited 

for 
forced 
draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
aud  sails 
upon  speed. 

Remarks. 

4.65 
3.8 

66 

Lbs. 

2.  a 

5.49 

11 

14.8 

Dense,  dark  and 

slowly  dissipa- 
ted. 

Not  large 

No-. 

No.. 

Not 
well 
suited 

No.. 

6  months.. 

Smonths 
and  13  days. 

Fair 

Noue 

This  coal  is  free  burning,  mod- 
erately   caking   and    easily 
worked.  It  burns  with  much 
flame,  and  if  pressed  with 
forced     draft,     heatiog    of 
smokestacks    and     uptakes 
would  be  expected. 

S.  Doe.  313,  59-1 o 


64 

POCAHONTAS. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

NoncoDibuBti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

Increase  in 
weight  at 
250°  F. 

Phosphorus. 

0.430 
1.337 

'         0.590 
'         0.S83 

13.593 
13.650 

80.103 
78.980 

5. 147 
5.250 

0.137 

0.200 

0.0O4 
Trace. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Ap-. 

,  proxi- 
,  mate 
bunker 
I capac 
ity. 


Where  received. 


General  ap- 
pearance as  to 
lump  and 
slack. 


From 
ander 
cover 
or  not. 


Tried  with 
forced  or       Kind  of 
natural  draft, 

draft. 


1  I  '  Pounds 

Average  Estimated    of  coal 
Average!  L  H.P.,  H.  P.  of        con- 
of  main       aux-         Bumed 
engines.    UiarieB,         per 
hour. 


Alert 

Ampbitrite^ 

Amphitrite_ 
Amphitrite  _ 
Amphitrite  . 
Amphitrite  _ 

Annapolis.. 

Ban  I- roll  _.. 


Honolulu,  H.I. 
Norfolk,  Va  __. 

Charleston's.  C. 


-do 

Norfolk,  Vt 

Lamberts  Point 

225  !  Guanica.P.  R- 


do 

Castner  &  Cur- 


S8.10 
2.75 

3.te 
3.05 
2.75 


No  information 
obtainable.      voice  re- 
ceived 


Castine 

292 

Caatine 

Castine 

Dolphin 

as 

Hamilton 



Iowa 

1,795 

Marblehead  .. 

340 

Marblehead  .. 

Norfolk,  Ya 
St.  Lucia  — 
do 

Charleston.S.  C. 


Cbarleetou.S.  C. 


Portland,  Me-. 


G.S.K 

Peter  i  Co. 
. do 


2.75 
4.37 
4.25 


Bright,  lus- 
trous; about 
55  per  cent 
lump. 


9  months — 
Unknow 

1  month 
Unknown  _ 
Just  mined. 


Under. 
Not__. 

Under. 

Not 

—do 

.do 

Under. 


72  hours 


41i( 


Freeh  from 
Not  known 


Unload-  ^ 
ingfrom 
vessel. 


Invoice 
not  re- 
ceived. 

Not  yet 

voiced. 

2.63 


Good  coal, 

fair  per  cent 

lump. 


Charleston.S.  C. 


6  hours 

95  hours 

30  hours 

C0.42  hours 
6  hours 


Fair 315 


.do I  Good 371 


do 

do 


21  hours 


22  hours.. 
24  hours.. 
41  hours.. 


3  hours.. 


Good. 
..do  -. 


72. 3honrs..!..do  . 


..do 

..do 


_do Fair  _. 


du Good 


do 1 do 


.do Fair 


9.4  943.02         40 


10.72     1,535.32         45 


7.74    l_.do 

7. 26     ;     686 


3,189 
2,978 


10  :     498 

9.6      I    474. e 

I 

10.1  662.6 

13.3 


1,450 
1,711 


472.5         8.7       1,601.5         177 


756  11.3         4,339  155 


12.3       I  1,300  60 


273  10  850    ,        50 


65 


POCAHONTAS. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  NEW  YORK. 


Coal  furnished 
by- 

Dura- 
tion 
of 

test. 

Water 
evaporated 
(calcu- 
lated). 

Coal 
sunied. 

Coal  per 
hour  per 
square 
foot  ot 
grate 
surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

Equiva- 
lent evap- 

from  and 

per  pound 
of  coal. 

Refuse. 

Steam 
pressure 

per 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Nuvy  Yard,  Nor- 
folk. 

Hrs. 

24.66 

Lbi. 
89, 729. 75 

Lbs. 
11,280 

Lbs. 
12.034 

Lb,. 

7. 9648 

Lbs. 

9.38 

Percent. 
8.39 

Lbs. 
40.04 

62 

Tin  partly 
fused. 

Mayl6,'94 

Practically 
all  lump. 

Burned  freely.    Short  flame.    Did  not  cake.     Small  coal  fell 
through  bars.    lusignificant  amount  of  clinker,  and  that 
of  friable  nature.    Small  amount  of  brown  soot.     Breaks 
readily.    Irregular  lustrous  black  fracture,  somewhat  slaty 
appearance. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 


5.6 

6.429 
4.90 
5.34 
5.5G 


16.8 
13.3 


Revolu- 
tions of 
main 
engines. 


45.2 
81.9 


122.7 
125.2 


2.43 

No  data 
.do  _. 

4.83 

2.8 


cent  of 
refuse. 
Dry 


Dark  gray,  dense. 
Easily  dissipated. 

Not     ; do 

fi        I  Light  and  easily 


Easily  dissipated 


Not  deuse;  dark 
gray,  easily 
dissipated. 


Easily  dissipated, 
. do_ 


Easily  dissipated 


Medium... 
Not  large.. 


.do 


Not  dense  or  dark, 
easily  dissipated. 

Not  dense,  niod- 
'«rate  color,  eas- 
.lly  dissipat'-d. 


_do 


Intervals  of  20 
hours. 

Not  during  trial  ._. 


Once  in  24  hours_. 


Once  in  36  hours.. 


Once  in  24  hours.. 
. do 

Once  in  96  hours-.. 


Any 
undut 
heat- 


Ye 

Yes__ 

Y'es. 

Yes_ 

Yes.. 


Not  necessary  dur- 

Not  during  trial  __ 

Not  during  run 

Not  swept 


Not  done  _ 


Condition  of 
ship's  bottom. 


1  niontli 

2i  months. 
4  months. 
6  months. 

2  months. 
13  months. 

2  weeks 


I  month 

IJ^  month. 

II  days.... 

9  months-. 


No 

of  de- 
termi- 
ning. 

No__ 

Not 
dcter- 

ble. 

No.. 

No 
trial. 

No- 

No 
trial. 

No_- 

Yes; 
very 
well. 

No.. 

Yes: 
fairly 

No.. 

months. 
334  weeks 


Good __. 

Slightly  foul. 


Cle; 


Slightly  foul- 
Very  foul 

Clean  ... 


his  coal  burns  with  a  long 
flame,  the  only  working 
necessary  at  the  fires  being 
an  occasional  breaking  up  of 
the  fires  by  means  of  a  slice 
bar.  This  coal  is  very  well 
suited  for  steaming  purposes 
with  any  kind  of  draft. 


This  speed  is  for  three  succes 
sive  hours,  and  is  highei 
than  is  generally  obtained. 


66 


POCAHONTAS— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  AEKANGED.-CoNTlNrED. 


Ap- 
Nanie  of  sliip.   proxi- 
mate    ttn.„™, 

capac- 1 

ity.   I 


veJ. ,    From  Avbom. 


Tom*,  j 
Marblehead  _.       340  I 

Marl'lehead ' ' 

Massachusetts    1,697 

Massachusetts  | 

I 

I 
Maseachueetts 

Michigan 

Michigan 

Xew  Orleans 

XewOrleaus__[ 

I 
New  York I  1,290 

New  York 


Key  West G.  S.  K 

Portland,  Me  ..   Randall*  Mc 
Allister. 

Boston,  Mass  — '  Currau  &  Bur 
ton. 

Portland,  Me..    Randall  &  Mc 
Allister. 

Detroit,  Mich..       Stanley  B. 
;    Smith  &  Co. 

Chicago,  111  _..   F.  G.  Hartwel 


Petrel  _ 


Terror  . 
Terror  . 

Terror  . 
Terror  . 


Terror  . 
Texas  _. 


200 


Sewells  Point, 
Va. 

Key  West,  Fla. 


410     Portland,  Me. 


Norfolk,  Va 


800     Boston,  Mass.. 


G.  S.  K.,Navy 
Yd.,  Norfolk,  Va. 

G.S.  K.,  Naval 
Station,  Key 
■West,  Fla. 


coal  pile. 
E.  McAllister. 


SS.O.'i 
3.65 
3.35 
3.45 
3.20 
3.36 
4.15 
2.33 


ceived 
8.10 


Steam  collier        Un- 
"  Massapequa. "    known 


2.50     Lamberts  Point,    Wm.Lamb 


From  Lighter 
at  Navy  Yd., 
Norfolk,  Va. 


Norfolk,  Va 

Charleston.  S.  0 


Key  West,  Fla 
Off  Cardenas.. 


Port  Guanica  . 


Mole  St.  Nicho- 
las, Hayti. 

850  I  Newport  News, 


Johnson  &  Co. 
Naval  Station- 


Naval  Station.. 


Collier  "  Pom- 
pey."     Un- 


Collier  "South- 


Collier  "Hanni- 


3.50 

Un- 
known. 


General  ap- 
pearance as  t< 
lump  and 
slack. 


Good  ___ 
.___do  -. 


Good,  fair 
anit.  of  lump. 


2  months.. 
3^  months. 


Tried  witl 

forced  or 

natural 

draft. 


Natural 
do 


Area  of 
grate 
surface. 


G.od. 
..do 


Fresh  from 

. do 

Unknown. 


Not 

..do  ._. 
Under. 

-do 


37  hours 

116  hours 

72  hours 

12  hours.-. 

do 

27. 3  hours. 


good. 


Clean  . 
Good  -. 


-do. 


do  — . 

do  — 


10.34 
12. 15 


91         I     9. 81 
12.66 


Not  known, 
taken  from 
scboone 


Under 
open 


475  hours do  - 

72  hours I  Excellent  . 

24  hours Good  . 

days,  10    Clean. 


620 

1, 7:i9.  2 

3, 650 
926. 80 
350.66 
325.06. 

1,2.30 

995 


24  hours Good . 


Good  appear- 
ance, fair 
proportion 
of  lump. 

Good  propor- 
tion of  lump. 


U  n-      Fair   propor- 
tion of  lump. 


.do-.. 
2.25 


do  .- 

. do-- 


48  hours-. 
24  hours— 


12  ho 
48  ho 


Natural 

-do.. 
.do.- 

.do.. 


.  Good  . 

.-.do--. 


-.do 360 


Fair 252 


Good 

—  do 

..do 

-do-. 

Fair—. 
..do 

Poor 

Fair... 

.-do  — 

..do—. 


In  tow  . 

by  "Nia- 
gara." 


48  hours 

24  hours 


..do- 
..do. 


7. 4        1,  735. 1 


67 


POCAHONTAS— CoxTLNUED. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED— Continued. 


ton  uf  coal 

for  all 
purposes. 


Per 
cent  of 
refuse. 

Dry. 


18.8 
17.87 
87.5 

6.2  I       81.5 

4.03  43.81 
3.06     i       43.2 


51.5 
50.35 


2.89 
2.49 
2.82 
4.  CI 
4.27 
2.95 

3.46 
3.69 


12.8 
11.9 
11.5 


Light  gray,  eas- 
ily dissipated. 


Uediun 
Light . 


Gray,  easily  dis- 
sipated. 


.do 1.. 


Dark,  easily  dis- 
sipated. 


Light,  easily  dis- 
sipated. 

Medium 

Deose 

Easily  dissipated. 

Not  dense  or  dark, 
easily  dissipated. 

.___do 

Light  smoke 

Easily  dissipated. 


Not  large 

. do 

. do 

. do 

do 


fires 
exces- 
sive? 


Large  quantities 
large  lumps. 


Not  large,. 


soot 
exces- 
sive? 


How  often  wer 
tuhea  swept  ? 


Is  this'  *°>' 
coal  r°'i'"= 

suited'  '\"'*- 
for    !    '°S 

forced      "', 

"^''^rck? 


Moderately  deose-l do 


Dark 

, do._ 


, do 

do 


___  do  ___,.. 
do 


do 

do 


No._ 

No„ 


Not  any  this  time.. 

Once  in  3  days 

2  and  3  days 

Not  often 

2  days 

Once  in  24  hours—, 

. do 

Ouce  in  48  hours. _. 

Once 

Not  at  all 


Not  during  trial- 


Tee. 

Ye8__ 

Yes, 

Yes. 

Yea. 

Yes. 


Not 
tried.I 
think 


No_, 
No.. 


How  long 

ship  out  of 
dock? 


Ouce  in  48  houra_. 

, do 

—  do 

do 


do 

do 


On  arrival  in  port- 


Yes 
Yes  - 


43^  months 
5)^  mtSbtha 

1  month,  26 

days. 

7  weeks 

3  month  8,1 1 

days. 

8  months 
10  months. 
Unknown  . 

- do 

2  months, 

25  days. 


Condition  of 
ship's  bottom. 


Clean,     bot- 
tom 
sheathed. 


. do_ 

Clean  _ 

Foul __ 


Clean  . 


Not  known, 
presumably 
very  fair. 


No__ 

No_ 


No__ 
No_ 


48  days. 

52  days 

103  days__. 

121  days--. 

130  days—. 


191  days. 
195  days™ 
235  days.. 
237  daya_. 


Estimated 

effect  of 
wind,  sea, 
and  sails 
upon  speed. 


None 

Very  little. 


Decreased 
speed  5  knot 
per  ho 


Fairly  clean do 


'hree    boilers    in    use;    two 
would  have  been  sufficient 

for  the  speed. 


. do 

Fair 


Nothing- 
Variable  . 


*  This  coal  was  stored  in  a 
with  water  improved  its  burning 


exposed  to  sun  and  rain.    The  coal  coked  readily  but  the  fires  had  to  be  carried  heavy  and  worked  constantly.    Dampening  the  coal 


68 


POWELI,  DTJFFBYN. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


CoaL 

Condition 

of 
boilers. 

Tried  with 

forced  or 

natural 

draft 

Kind  of 
draft. 

Ap- 

Kame  of  ship. '  proxi- 
mate 
buDker 
.      capac- 
ity. 

Where  receired. 

From  whom. 

Price 
per  ton. 

General  ap-                          j   From       ^f^^°^ 
pearaDcea£to     How  long      nnder           iriai. 
lump  and          in  store.        cover 
slack.                              or  not. 

Area  of 

grate 

surface. 

Average.  Estimated    of  coal 
Average  I.  H.  P.     H.P.of        con- 
speed,    of  main  1      aux-      '    snmed 
engines,    iliaries.         per 
hour. 

Tow. 

$11. 79 

• 

Sq.ft. 
265.82 

KnoU. 
11.9      1,403.-18 

1 

of  slack. 

-        . 

POWHATTAN  i KEYSTONE). 

CHEMICAL  ANALYSIS  MADE  AT  SAVT  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

weight  at 
250°  F. 

3.13 

1.38 

1.06 

86.67 

1 

7.56 

0.331 

1.11 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Name  of  ship. 

Ap- 
proxi- 
mate 
banker 
capac- 
ity. 

Where  received. 

From  whom. 

1    General  ap- 
Price     pearanceasto 
per  ton.       Inmpand 
elack. 

How  long 
in  store. 

From 
ander 

or  not. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with                        .  „.    . 

forced  or       Kind  of    -^i^'' 

natural          draft.       .J^'* 

draft.                           surface. 

Average 

Average  I.  H.  P. 

speed,    of  main 

!engine9. 

Estimated  J   of  coal 
H.P.of        con- 

anx>     1    sumed 
iliaries.         per 
hour. 

Wantonomoli. 

Toiu. 
260 

League  Island 
Navy  Yard. 

Madeira,  HmJt 

Co. 

SI.  70 

Clean,  fair     Notknown. 
proportioD  | 
of  lump.       1 

1 

1 

Not     j  6dayssteam- 
known.|     ing  with 

gines. 

Fairly 
clean. 

Natural 

Fair 

Sq.ft. 
246 

Knots. 

Varied 

rrom3i 

to  7. 

650 

50 

3,200 

PRATT. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Noncombusti-    Combustible                                                                                     Increase  in 
Moisture.         ble  volatile           volatile        Fixed  carbon.           Ash.                Sulphur.            weight  at 
\       matter.              matter.                                                                                             250°  F. 

Phosphorus. 

0.360 

1.740                  25.773 

68.351         ,          3.703                   0.073           

0.079 

SHIPS'  TESTS,  ALPHABETICALLY  ABEANGED. 


1                                                                        Coal. 

Condition 

of 

boilers. 

Area  of 
grate 
surface. 

!    Ap. 
Name  of  ship,   proxi- 
mate 
bunker 
capac- 

1  "^■ 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

From 

How  long      under 

in  store.        cover 

or  not. 

Length  of 
trial. 

Tried  with 
forced  or       Kind  of 
natural          draft, 
draft. 

1 

Average 

Average  I.H.P. 

speed,    of  main 

engines. 

Estimated 
H.P.of 

iliaries. 

of  coal 
con- 
sumed 
per 
hour. 

Tom. 
Detroit..      ..      340 

1 

Mobile,  Ala 

Gnlf  City  Coal 
Co. 

82.26 

Bich,  clean, 
80  percent 
lump. 

Not 

38houis,56 
minutes. 

Fair 

Natural  — 

Fair 

Sq.ft. 
223.66 

Knott. 
.10.4 

988.71 

85 

3,844.50 

69 


POWELL  DTTFFRYN. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knolsper     o„,..|,, 

) 

Coal 

sun.pd 
per 

H.P. 
per 

hour. 

Per 

cent  of 
refuse. 
Dry. 

Character  of 
smoke. 

Qnantity  of 
clinkers. 

Was 
work- 
ing 
of 
fires 

Was 

soot 

sive? 

How  often  vere 
tubes  swept? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 

and  sails 
upon  speed. 

Remarks. 

n.eg 

Lb!. 

3.19 

15.3 

5  months 

This  coal  had  evidently  beeu 
mined  a  long  time. 

POWHATTAN  (KEYSTONE). 

BOILER  TEST.S  MADE  AT  NAVY  YARD,  NEW  YORK. 


Dura- 
Coal  furnished  |  tiou 
by —               of 
test. 

evllrted      Coal 

Coal  per 
hour  per 
square 
foot  of 
grate 
surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

Equiv.- 
leol  evap.                     Steam 

f^'^d  1  Refuse.  P'^--^ 

at  2130    j                    '       V^^ 
per  pound'                    I   gauge, 
of  coal.    !                    [ 

1 

Tem- 
pera- 
ture of 

feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Madeira,  Hill  & 

Hrs.           Lbs. 

Lb>. 
5,400 

11.25 

16.. 
7.47 

£6.. 

8.896 

Percent.      Lbt. 
10.4        40.1 

44 

Feb.  15,  '98 

About  40 
percent. 

Light-brown  smoke.     Moisture  in  coal  2.38  per  cent. 

Co. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

ReToIu- 

tions  of 

main 
engines. 

Coal 

sumed 
per 

H.P. 
per 

hour. 

Per 

cent  of 
refuse. 
Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 

'of 
fires 

sire? 

Was 

soot 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft  ? 

Any 
undue 
heat- 

smoke 
stack? 

How  long 

ship  out  of 

dock  ? 

Condition  of 
ship's  bottom. 

Ksti  mated 

effect  of 

wind,  sea, 

and  sails 

upon  speed. 

Re  murks. 

*3.9 

44.9 

Lbs. 
4.65 

12 

Not    dense,    but 
not  easily  dis- 
sipated. 

Large  in  size  and 
numerous. 

No.. 

No.. 

Every  two  days 

NO, 

No__ 

About  20 

montfaB. 

Kot    kDOWD, 

presumably 
clean. 

This  coal  is  of  fair  quality. 

*  The  weather  during  tive  days  of  the  time  covered  by  this  report  was  bad,  so  that  the  knots  per  ton  of  coal  is  by 


3  true  as  to  speed  that  may  be  made  under  favorable  conditio 


PRATT. 

SHIPS*  TESTS,  ALPHABETICALLY  ARRANGED. 


Knotsper 
tun  of  coal 
consumed 

for  all 
purposes. 

Coal 
Kevolu-     „™'''j  !     Per 
tions  of  i  ™™™  1  cent  of 
main         rf  p     [  refuse, 
engines,  |    ^^^^    \    Dry. 
hour. 

1 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 

fires 

sive? 

Was 

soot 

How  often  were 
tubes  swept? 

Is  this', ^°y 

fo*-    1     o7 
^°:"*;  smoke 
^■^"^t- stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 

wind,  eea, 

and  sails 

upon  speed. 

Remarks. 

C.706 

S.IOO 
p.  98 

Lbs. 
3.34 

20.5 

Dense,  brown 

Moderate 

Mod- 
erate. 

Mod- 
erate. 

Every  36  hours 

Doubt- 
ful. 

No__ 

219  daya 

Moderately 
foul. 

Minus   1 
knot. 

A    rich,   clean,    good-looking 
coal,  resembling  Newcastle 
in      its      cubical      fracture. 
About    20   per   cent   stack. 
Makes  a  dense  brown  smoke, 
and  after   firing   about    12 
hours  a  troublesome  clinker 
forms  on  the  bars  and  clogs 
the  air  spaces,  necessitating 
considerable  labor  to  clear. 

RESERVE,  CAPE  BRETON. 

SHIPS'  TESTS,  ALPHABETICAIiLT  ARRANGED. 


Coal. 

Tried  with 
forced  or       Kind  of 
natural     '     draft, 
draft.       j 

Area  of 
grate 
surface. 

Average 

Average  I.E. P. 

speed,    of  main 

engines. 

Pounds 

Estimated    of  coal 

H.P.of        con- 

aux-         sumed 

iliariee.         per 

hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received.     From  whom.      ^f^t^.  pSS" 
1                       slacls. 

How  long 
in  store. 

From 
under 

or  not. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tom. 
Marhlehead  ..1      340 

1 

i 

Cbarlottetowo,     Peake  Bros 

P.E.Id. 

• 

83.07     Fair 

1  month 

Under, 

12  hours 

Clean  __. 

Natural  — |  Fair 

I 

Sq.ft. 
183.75 

9.7      1     600 

1 

60          2,535 

! 

REYNOLDSVIIXE. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


;                                                                       Coal. 

Kind  of  l^J^^f 

Average 
speed. 

'    Ap- 
Name  of  ship,   proxi- 
mate 
hunker 
' capac- 
ity. 

Where  received. ,     Fnjm  whom. 

1 

General  ap- 
Price     pearance  as  to     How  long 
per  ton.  1     lump  and         in  store. 
'         slack. 

1 

From 
under 

or  not. 

Length  of 
trial. 

Condition    ^^^r"" 
boilers.         -;-»• 

Average!  Estimated    of  coal 
I.  H.  P     H.  P.  of       Con- 
or main        aux*         snmed 
engines,    iliaries.         per 
hour. 

row. 

Montgomery  _       340 

Montgomery 

Port  Tampa,     FlautSteam- 
Fla.                       ship  Line 

do Plant  S.  S.  Co.. 

i 
85.60     About  one- 
fourth  lump. 

4.20  !  30  per   cent 
-    lump. 

Not  known 

Not  — 
..do 

20  hours 

19  hours 

Fairly 
clean. 

Fair 

Natural ... 

««.  ft. 
Fair 165. 72 

—do 256.88 

i 

Knots. 
9.7 

11.4 

920               62 
1, 110               60 

2,950      ' 
3,543 

STANDARD  BIERTHTR. 


FranguliBros.       4.1 


Good,    fair     3  weeks  . 
amount  of  . 
lump. 


Natural—    Good... 


WALLSEND. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

■ 
Sulphur. 

Increase  in 
weight  at 
2.50°  F. 

Phosphorus. 

2.540 
3.392 

2.160 
3.768 

28.731 
23.281 

60.393 
56.014 

6.001 
13.161 

0.175 
0.384 

Trace. 
0.003 

71 


KESERVE,  CAPE  BRETON. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


i 

Kaots  pel 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

main 
engines. 

Goal 

sumed 
per 

H,  P. 
per 

hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 

fires 

sive? 

Was 

soot 

sive? 

How  often  were 
tubes  swept? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind, sea, 
and  sails 
upon  speed. 

Remarks. 

8.6 

90 

1 
Lbs. 
3.9      j       6 

t 

Dense  and  dark- 

Very      clinging 
clinker,    mod. 
erate  quantity. 

No.. 

Yes.. 

Once  in  24  hours 

No.. 

No.. 

1  month — 

Clean 

None 

Coal  very  light  and  much  lost 
up  stack.    Clinkers  hard  to 
clear     from     bars.      Quick 
burning  but    too  light  for 
for'-ed  draft. 

REYNOLDSVILLE. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  NEW  YORK. 


Coal  furnished 
by- 

Dura- 
tion 
of 
test. 

Water 
evaporated 
(calcu- 
lated). 

Coal  per 

Sn'    l'-^.-" 
surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

E,»i..- 
lent  evap- 
oration 

al21-20 
per  pound 
of  coal. 

,  Steam 

Refuse.  P'^^^^'"''' 

'  gauge. 

Tem- 
pera- 
ture of 

feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Hrs. 

LU.             Lbs.     i     Lbs.          Lbs. 

Lbs. 
9.125 

Per  cent.       Lbs. 
9.6278    41.7916 

44 

Co. 

were  melted 
in  uptake. 

per  cent. 

*  Coal  suitable  for  ordinary  forced  draft.  Used  1,^80  pounds  of  wood  to  raise  steam.  Weather  cloudy  and  rainy.  Coal  has  bright  fracture  and  burns  very  rapidly,  with  red-yellow  flame  ;  forma 
heavy  black  smoke  when  firing,  and  considerable  all  the  time;  requires  to  be  frequently  charged  into  furnaces.  Slice  bar  not  required.  Steam  pressure  fluctuating  and  difficult  to  control.  Soot 
formed  mostly  in  tubes.     Zinc  and  antimony  placed  iu  the  front  connection  remained  intact.     Clinker,  83  pounds  ;  soot,  88  pounds. 

SHIPS'  TESTS.  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 
for  all 
purposes. 

'    Coal 

engines.      ^'J' 
hour. 

I 

Per 
cent  of 
refuse. 

Dry. 

f  haracter  of             Quantity  of 
smoke.                     clinkers. 

1 

Was 

work- 
ing 
of 
fires 

sive? 

Was 

soot 

sive? 

How  often  were 
tubes  swept? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

!  ... 

8.2 
5.72 

(t)- 

No.. 
No__ 

Not  at  all    

Yes.. 
Yes 

No.. 
No 

104  days... 
170  days__- 

Very  foul 

Foul 

Inappreci- 
able; slip 
of  screw 
16.8   per 
cent. 

(t) 

103.5        3.03 

easily  dissipated. 

Not  necessary  dur- 
ing  rnn. 

t  Work  heavy  on  account  of  insufficient  grate  surface. 

X  On  February  3,  1897,  when  the  bottom  was  clean,  the  ship  averaged  for  ten  hours  11.8  knots  ;  97.8  revolutions  per  minute ;  I.  H.  P.  795,  and  the  mean  draft  exactly  the  same,  viz:  14'  5".  Slip 
rew  4.3  per  cent.  By  comparison  of  the  two  runs  it  is  obvious  that  the  difference  of  speed  of  2.1  knots  is  wholly  due  to  the  condition  of  the  bottom,  and  is  not  due  to  the  quality  of  the  coal.  The 
amount  uf  coal  per  H.  P.  is  due  to  the  insufficient  grate  area  used. 

STANDARD   MEBTHYR. 


mall   iu   siz 

e ;      Fre- 

quantity    co 

n-    quent 

siderable. 

clean- 

ing 

neces- 

sary. 

Yes..   Every  12  hours  . 


10  days :  Cle 


!  Sknotsad-     A  poor  steaming  coal. 


WALLSEND. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  MARE  ISLAND,  CAL. 


Coal  furnished 
by- 

Dura-      Water 
tion    evaporated 
of         (calcu- 
test.        lated). 

Coat  per 

Coal     •>"">'?<"' 
™'       square 

surface. 

Water 
evapo- 
rated 
per 
pound 
of  coal. 

Eqaiva- 
lent  eval>- 

from  anil 

per  pound 
of  coal. 

Refuse. 

Steam 
pressure 

per 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Hrs.          Lbs. 
12       25,361.7 

Lbs. 
3,635 

Lbs. 
13.46 

Lbs. 
6.977 

Lbs. 
8.17 

Per  cent. 
13.94 

Lbs. 
42.4 

70. 9 

Tin  and  lead 

melted; 
zinc  did  not. 

Sept.  15, '97 

Co. 

72 


WALLSEND— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Arra  of 
grate 
surface. 

Pounds 
of  coal 

suuied 
per 
hour. 

Nameof  ehip. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
pertoD. 

General  ap- 
pearance aa  to 
lump  and 

slack. 

How  long 
ia  store. 

From 
under 

or  not. 

Average 
speed. 

Average 
I.E.  P. 
of  main 

Estimated 
H.P.of 

iliaries. 

Tnufi. 

San  Diego,  Cal_ 

.___do — 

_„-.do 

.„_do 

S8.00 

8.50 
8.60 
8.00 

165 
200 
3U7 

Kiwis. 
7.H 

10.46 
8.26 
7.94 

788.30 
929.82 

38.  B 
80 

2,712 
3,676 
4,297 

Benuington 

403 
250 
236 

SprecbleB  Bros. 
Comm.  Co. 

-—do 

Moderate 

amount  of 

lump. 

Fair;     little 
Black. 

Good 

Unknown  _ 
3  mouthB-. 
2  moDthB— 

open 

coal 

pocketB. 

Under, 
-do 

Not  — 

24  hours,  19 
minutes. 

8  hours 

61  hours 

Clean  — 

Good 

-_do 

Natural  _— 

....do 

Both 

Fair 

Good 

-do 

WELLINGTON. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Noncombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash. 

Sulphur. 

Increase  in 

weight  at 

250°  F. 

Phosphorus. 

2.09 
1.821 

2.05 
1.979 

36.  85 
27.  927 

46. 16 

52.  602 

12.85 
15. 007 

0.563 
0.664 

1.22 

0.009 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 
trial. 

Kind  of 
draft. 

Area  of 
grate 
surface. 

Same  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Average 
speed. 

Average 
I.  H.P. 
of  main 
engines. 

Estimated 
H.P.of 

iliaries. 

of  coal 

sumed 
per 
hour. 

Concord 

Toil*. 
401 

Treadwell  City, 
Alaska. 

Sitka,  Alaska  .. 
Honolulu, H.I. 

-...do 

Alaska  Tread- 
well  G.M.  Co. 

U.S.F.S."Alba- 

U.  S.  consul  gen- 
eral. 

U.S.  consul- 

$10.00 

9.92 
10.75 

13.26 

Good;  no  im- 
purities. 

Not  known 

Under. 

4  houre 

Cleau 

Natural 

Good 

Sq.fi. 
166 

Kiwh. 
11.33 

962.6 

43 

2,620 

Mohican 

Monterey 

160 

236 

Free  from 

slack  and 

fairly  lumpy. 

Good 

6  hours 

60J^  hours.. 

Clean  — 
Fair 

Natural  -.- 
..do_ 

Good 

...do_-. 

160 
292 

10.2 
8.15 

695.66 
697 

3 
90 

2,166 

2,677 

Not  known 

Under. 

73 


WALLSEN  D— Continued. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 
main 
engines. 

Coal 

Bunied 
per 

H.P. 
per 

hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 

'oT 

fires 
sive? 

Was 

soot 

sive? 

How  often  were 
tubes  swept? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 

'oT 

smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Eetiniated 
effect  of 
wind,  sea, 
and  sails 

upon  speed. 

Bemarks. 

16.48 

8.03 
5.53 
4.14 

Lbs. 
3.3V 

3.28 
3.49 

15 
(About.) 

11 

16.33 
(Wet.) 

12 

Considerable 
amount ;   dark 
gray,  almost 
black. 

Dark    brown, 
dense,  not  eas- 
ily dissipated. 

Very  dense,  flame 
came  out  of  top 
of  emoke  pipe. 

Dense  and  dark__ 

Trial    not   long 
enough  to  deter- 
mine. 

Once  in  24  hours 

Once  in  8  hours 

Every  watch 

3  months- _ 

35  days 

5i  montba. 
7  months-- 

Probable 
Blight  ma- 
rine growth. 

Clean 

96.5 

90.3 

50  to  lOO 
88.  Save. 

Not  large 

No.. 
Tee.. 
No_. 

Yes.. 
Yes.. 
Yes.. 

Yes-. 
No__ 
No.. 

Yes- 

Inappreci- 
able. 

Not  large 

-—do - 

Retarded  J 
knot. 

Steamed  in  company  with  the 
"Monadnock,"  and  speed  so 
constantly    varied    that    no 
fair  estimate  of  I.  H.P.  can 
be  given.     On  account  of  the 
large  amount  of  soot   this 
coal  is  not  adapted  for  use  on 
this  ship,  with   or  without 
forced  draft. 

*Heating  cracked  all  paint  on  afterside  smoke  pipe,  and  carried  away  one  guy. 

WELLINGTON. 

BOILER  TESTS  MADE  AT  NAVY  YARD,  MARE  ISLAND,  CAL. 


Water 

evaporated 
(calcu- 
lated). 


Coal 
sumed. 


Coal  per 
hour  per 

square 
foot  of 

grate 
surface. 


Water  Equiva- 
evapo-  lent  ^''ap- 
rated       oi-at'on, 

I'^^,  I  at2I!?o 
pound  per  pound 
of  coal.  I  of  coal 


tureof 
feed 
water. 


3,640    I    13.48 


Tin  and  lead 
melted,  zinc 
did  not. 


SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

main 
engines. 

Coal 

sumed 
per 
H.P. 

per 
hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 

tires 

sive? 

Was 

soot 
exces- 
sive? 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 

smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

10.07 

104 

Us. 
2.61 

7.1 

Small  in  size  and 
quantity. 

No.. 

Tes.. 

Once  in  12  hours... 

Not 
well 
adapt- 

None 
with 
natu- 
ral 
draft. 

5    mouths 
and     10 
days. 

Fair 

None 

Ship  was  making  inside  pas- 
sage fronk  Juneau,  Alaska, 
to  Sitka,  Alaska.  The  day's 
run  was  short  and  tubes  were 
swept  and  fires  cleaned  while 
at  anchor  at  night.  The 
smoke  wm  dense.  Coal 
burned  quickly,  and  steam 
and  revolutions  were  kept 
practically    constant    with 

10.5 
6.1 

49.6 
80 

3.6 
3.3 

14 

17 

Easily  dissipated. 

Dense,  dark,  not 
easily  dissipated. 

Not  large 

No_. 
Yes.. 

Yes„ 

For 

mod- 
erate 
draft, 
yes. 

- 

poses. 

No.. 

Every  12  hours  .... 

No__ 

1  month- 

Clean 

Added    }4 
kuot  per 
hour. 

high-pressure  cylinder,  .70  in 
low-pressure  cylinder;  vac- 
uum 25  inches,  both  cylinders 
developing  an  equal  amount 
of  power.    Coal  good. 

74 


WEST  HARTLEY. 

SHIPS'  TESTS,  iLPHABETICALLY  ARRANGED. 


j                                                                       Coal. 

Length  of 
trial. 

Area  of 

grate 
surface. 

1 

Pounds 
Average  Estimated    of  coal 
Average  I.H.P.     H.P.of         con- 
speed.   1  of  main        atix-      i   sumed 
engines.,   iliaries.   1      per 

i                       hour.    1 

'-             i 

Name  of  -hip.  J  proxi- 

bnnker  ^  •>*''*  received.     From  whom, 
capac-' 
ity. 

Price 
per ton. 

General  ap- 

pearanceas  to 

lump  and 

Black. 

How  long 
in  store. 

From 
under 
cover 
ornot. 

Condition 

of 
boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

1                                                                        1 
Tom. 

Fair  percent 
8malt  lump, 
clean. 

Received 

from 
8teamer. 

1 

Natural .._ 

Good 

Sq.fi. 
128 

Enolt. 

!    Co. 

1 

WESTMINSTER  BRYBIBO. 


Alert 

190 

Corinto,  Nica- 
ragua. 

E.  PalazioiCo. 

18.00 

40   per  cent 
lump. 

3  months 

Not__ 

.'  14  hours 

Good 

Natural  __ 

_   Good__ 

.   100 

6.66 

355 

None  in 

1,248 

Alert 



___.do 

—.do 

18.00 

do 

4  months.. 

..do-_ 

_   48  hours 

Fair 

do 

-   Fair  .. 

-    126 

6.30 

475 

do__. 

1,600 

WESTPORT,  NEW  ZEALAND. 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

Koncombusti-    Combustible 

We  volatile          volatile 

matter.             matter. 

Fixed  carbon,  i          Ash.               Sulphur. 

Increase  in 

weight  at        Phosphorus. 
250°  r. 

1.630 

1.020                  S4.929 

'        Trace. 

SHIPS'  TESTS,  ALPHABETICALLY  AKRAKGED. 


i    -^P"    I 
?  of  ship. ,  proxi- 
mate I 
buDkeri 
capac- 1 

ity- 


Where  received. 


250   do 


John  I».  How- 


I  Oregon  Imp. 
j  Co.,  Contrac- 
I  tore,G.S.  K., 
I      Blare  Island. 


Monterey 236  i  Sausalito Oregon  Imp 


San  Francisco 


G.  S.  K.,  Navy 
Yard,  Mare 
Island. 


General  ap- 
pearance as  to 
lump  and 
slack. 


From   ! 
under 
cover 
or  not. 


Condition 

of 

boilers. 


Tried  with 

forced  or 

natural 

draft. 


Area  of 
i  grate 
j  surface. 


Averagt 

Average  I.H.P. 

speed,    of  main 

'  engines. 


7.25  '  Clean  and  fair 


Just  re- 

From 

ceived. 

ship's 

hold. 

Taken   di- 

Taken 

rect  from 

direct 

vessel. 

from 

vessel. 

Under 

Ship  dis- 

Taken 

charging 

direct 

at  S.  F. 

from 

ship. 

Moderate 
forced — 
^  inch  in 
ash  pit. 


Gross 

1,250. 

Net 

1,200. 


75 

WEST  HARTLEY. 

SUIPS'  TESTS,  ALPUABETICALLY  AKRAKGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Eevolu- 

tions  of 

main 

enginee. 

Coal 

"        cent  of 
J%       refuse. 

per 
hour. 

Character  of 
emoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 
of 
fires 

Give? 

Was 

soot 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship'sbottoni. 

Estimated 
effect  of 

wind,  sea, 

and  sails 

upon  speed. 

fiemarks. 

12.07 

38 

Lbs. 
3.88 

6 

Dark  brown 

Not  large 

No_.   Con- 
sider- 
able. 

Twice  per  day 

No_. 

N"o__ 

13  months. 

Clean 

None 

WESTMINSTER  BRYMBO. 


11.95     I      56.13         3.51     I      8  Light  gra.v,  easily :  Not  large 

I  dissipated. 

8.82    i      58.68         3.36         11  Gray,  easily  dissi-    Large  ___ 


No__   80  days 

Yes I  132  days !  Very  foul 


WESTPORT,  NEW  ZEALAND. 

BOILER  TESTS  3IADE  AT  NAVY  TARD,  MARE  ISLAND,  CAL. 


Coal  furnished 

by- 

Dura- 
tion 
of 
test. 

Coal  per   Water      Eqniv»- 

"Water     :     p     ,     hourper  evapo-  lent  evap- 

evaporated      V'°„      '  square  |    rated      oration 

«ilcu-         '^-      foot  of!     per       f'/.V^"" 

lated).     1™™^''-      grate    :  pound   pJ^'pLd 

surface,  of  coal,    of  coal. 

Refuse. 

Steam     Jem- 
""^r''  tSrcot 

Temperature 
of  uptake. 

Date.       \  Lump  coal. 

Keinarks. 

Oregon  Imp.  Co_ 

HrB. 
12S? 

Lbt.             Ut.     1     Lbs.          Lbt.          Lbt. 
26,691.878      3,250  1    11.25       8.212        9.76 

Percent. 
4.27 

Lb8. 

42.7 

64 

1 

resulted  from  hauling  the  fire  only,  together  with  a  small 
quantity  of  soot. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Coal 

"rs'of  1  ^"»°"'i 

main     '     P" 

engines.       "-^f- 

hour. 

Per     j 
cent  of  1       Character  of 
refuse.  ;           smoke. 

Dry. 

Quantity  of 
clinkers. 

Was 

work- 
ing 
of 
fires 

Was 

soot 

sive? 

How  often  were 
tubes  swept  ? 

^c^::r'-si'e 

suTted  !'■-'- 
for    1    '"8 

f-7,';  smoke 
''"'f"  stack? 

How  long 

ship  out  of 

dock? 

Conditiou  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

12.091 
6.7 

4. 50 
20.62 

Lbs. 
GO  40          3.17 

None                          '  No 

No__ 
No__ 

YeB-_ 

Mod- 
erate. 

Daily . 

Not     No    _ 

156  da.v8 

1  month  — 

4  months  __ 

roui___ 

Clean 

None 

57.1 
96 

S.188.5 
P.  188.1 

4.06 
1.8 

16.7 

10 
(About.) 

6.6 

easilydissipated. 

Not  large 

No_. 
No__ 

Con- 
sider- 
able 
work 

to 
keep 
grates 
clear. 

tried. 

No 

Very  dense  and 
dark. 

Under  natural 
draft  dark  and 
dense,    under 
forced   draft 
moderate. 

Every  watch— 

Forefiiciency,anest 
was  swept  every 
watch. 

No  __ 
Yes.. 

No__ 
No 

Fair 

Should  bo 

None- 

This  coal  ignites  quickly  and 

A  thin  tenacious 

clinker  on 

grates. 

burns  freely.  In  a  run  of  a 
day  or  longer  it  would  be 
necessary  to  sweep  tubes  of- 
tener  than  once  a  watch. 
With  a  strong  draft  the  up- 
takes of  the  Ward  boiler  on 
this  vessel  would  become  un- 
duly heated. 

With  the  exception  of  a  thin 

clean. 

and  light 
winds  on 
quarter. 

tenacious  clinker  on  the 
grates,  requiring  consider- 
able work  to  keep  them  clear, 
the  coal  gives  good  results 
under  a  light  forced  draft ; 
attempt  to  use  it  under  natu- 
ral draft  was  not  satisfactory. 

76 


YOTTGHIOGHENY. 

CHEMICAL  AN.\LTSI.S  M.\DE  AT  N.WY  YARD,  WASHINGTON,  D.  C. 


Moisture. 

NoDcombusti- 

ble  volatile 

matter. 

Combustible 
volatile 
matter. 

Fixed  carbon. 

Ash.               Sulphur. 

Increase  in 
neight  at 
250°  F. 

1.51 
1.58 

0.90 
1.20 

29.69 
26.76 

64.96 
62.26 

2.9*                    0.024 
8.20                    0.022 

0.359 
0.318 

SHIPS'  TESTS,  ALPHABETICALLY  ABBAKGED. 


Coal. 

Length  of 
trial. 

1 

1 
Ap- 

Name  of  ship,    proxi- 

bSr'^-"-^^'"'^- 
capac- 
ity. 

General  ap- 
^            ,               Price     pearanceasto 
From  whom,     per  , on.       lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

Condition 

of 

boilers. 

Tried  with                        .  ,»„  „r 
forced  or       Kind  of    ■''^^^°' 

Average  Estimated    of  coal 
Average  I.  H.  P.     H.P.of        con- 
speed,    of  main       aux-          eumed 
engines.    iUaries.          per 
hour. 

Tom. 
Michigan 125     Duluth,  Minn.. 

Pioneer     Coal       82.68     Good 

Co. 

Fresh  from    Not ... 

6  hours 

Good 

Natural Good 

1 
Sq.  ft.      Knott. 
91        1    9.2      1    328.39   None  in 

1,260 

HIGHLAND  (ANTHRACITE). 


1, 290     Tompkinsville,     Anthracite  Coal      Not       Uniform  pea 
N.Y.  Operators' As- known.        size  and  no 

sociatioD.  dirt. 


Some         Proba-     12  hours Good. 

months ;      bly  not. 
was  the  last 
of  a  large 
pile. 


Natural—    Fair 493.98 


LEHIGH  (ANTHRACITE). 


Marblehead  340     Port   Tampa,     Plant  system...       6.85  }  Good About   3     Not — :  14  hours...-   Clean —   Natural ...   Fair 358.17     13  1,932.92         60 

.    I      Fla.  weeks.  .  I  I.I 


MOREA  (ANTHRACITE). 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD.  WASHINGTON,  D.  C. 


1 

Soncombusti- 
Moistnre.         ble  volatile 
matter. 

1 
Combustible  1                                   '                                         i    Increase  in 
volatile        Fixed  carbon.           Ash.               Sulphur.      I     weight,  at 
matter.      ^                                                                                     250°  F. 

i                          1                           1 

1.115                   1.285 

10.473                 76.192 

10.763 

0.172 

1 

SHIP.*'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Kind  of 
draft. 

Ap- 

Name  of  ship,   proxi- 
mate 
bunker 
capac- 
ity. 

General  ap- 
^•berereceived.      Fromwhom.    '  ^^'^  /?-- LT 
slack. 

How  long 
in  store. 

or  not. 

Area  of 
grate 
surface. 

Average 
speed. 

Average 
I.H.P. 

of  main 
engines. 

Estimated 
H.P.of 

iliaries. 

of  coal 

sumed 
per 
hour. 

Tons. 
Montgomery  .        340 

Raleigh 460 

Naval  Station,      G.S.K '    85.46  I  Nearly  all 

Key  West,                                               I      lump. 
Fla.                                               j               ; 

25  days 

Direct  from 

1 
Under.   32  hours 

..do 24  hours 

Cleap 

Numerous 

Natural ... 
....do 

Strong... 
Fair 

Sq./l. 
241.96 

393 

Kuolx. 
9.76 

8.8 

847 

720 

62 
80 

4,116 
5,988 

leaks. 

77 


YOTJGHIOGHEinr. 

SHIPS'  TESTS,  ALPHABETICALLY  ARBANGED. 


Knots  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

engines. 

Coal 
sumed 

h".". 

per 
hour. 

Per 
cent  of 
refuse. 

Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 

'".'"'^-   Was 

^°f      soot        How  often  were 
fires  ;«f;f/(       tubes  swept? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 

'of 
smoke 

stack? 

How  long 

sbip  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 

wind,  sea, 

and  sails 

upon  speed. 

Eemarks. 

16.3 

17.8 

3.83 

10.8 

Dense  and  d«rk__ 

Not  large 

No  __  Ye3__   Once  in  12  hours___ 

Tes._ 

No__'  R  months.- 

Clean 

None 

HIGHLAND  (ANTHRACITE). 


18.322   Very  little  smoke- 


i^  and      Ke-     No  - 


LEHIGH  (ANTHRACITE). 


21.8    1  No  smoke |  Not  large No..  No..   About 

days. 


MOREA  (ANTHRACITE). 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


KnotR  per 
ton  of  coal 
consumed 

for  all 
purposes. 

Revolu- 
tions of 

engines. 

Coal 

^"-^^1     cent  of 
Ti  T>       refuse. 
1,er-        I"-^- 
hour. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 
ing 
of 
fires 

give? 

Was 

soot 

sive? 

How  often  were 
tubes  swept  ? 

Is  this 
coal 

suited 
for 

forced 

draft? 

Any 
undue 
heat- 
ing 
of 
smoke 
stack? 

How  long 

ship  out  of 

dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

6.3 
3.3 

94 
62.9 

Lbs. 

4.53 

7.48 

12.5 
17.5 

Very  light 

No  smoke 

Not  large 

Ex- 

sive. 
Tes-. 

No 
soot. 

No-. 

Not  at  all 

Total- 
ly un- 
fit. 

Not 
tried. 

No.. 
No-_ 

38  days..- 

5  months, 
28  days. 

Clean 

Foul 

Reduced 
speed  1 
knot. 

Unimport- 
ant. 

Once  in  72  hours 

(*) 

*  The  coal  was  screened,  steamboat  size.    It  ignited  readily,  made  some  clinker  and  much  ashes.     The  inferior  economic  results  obtained  are  in  part  due  to  the  condition  of  engines  and  boilers, 
and  in  part  to  the  inexperience  of  the  firemen,  who  had  never  before  fired  with  anthracite. 


78 

NATALIE   (ANTHRACITE). 

CHEMICAL  ANALYSIS  MADE  AT  NAVY  YARD,  WASHINGTON,  D.  C. 


NoncombuBti- 
Moisture.        ble  volatile 
matter. 

Combustible 
volatile 
matter. 

Fixed  carbon.           Ash. 

1    Increase  in 
Sulphur.            weiglit  at 
250°  F. 

Phosphorus, 

1.739 

1.461 

2.099 

79. 244 

15.239 

0.218 

0.024 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Coal. 

Length  of 
trial. 

Condition 

of 

boilers. 

Tried  with 

forced  or 

natural 

draft. 

Rind  of 
draft. 

Area  of 
grate 
surface. 

Average 
speed. 

Average 
I.  H.  P, 
of  main 
engines. 

Estimated 
H.  P.  of 
of  aux- 
iliaries. 

1 
Pounds  1 
of  coal 

sumed 
per 
hour. 

Name  of  ship. 

Ap- 
proxi- 
mate 
bunker 
capac- 
ity. 

Where  received. 

From  whom. 

Price 
per  ton. 

General  ap- 
pearance as  to 
lump  and 
slack. 

How  long 
in  store. 

From 
under 

or  not. 

.\lliance 

.Annapolis 

Detroit 

Montgomery  - 
Montgomery  . 

Toils. 
159 

225 
340 

340 

Key  West,  Fla. 

do 

do 

do 

Naval  Station, 
Key  West. 

G.  S.  K 85,40 

John  Miller,         5.40 
Wash.,  D,  0. 

Naval  Station..       5. 40 

G.  S.  K 6.40 

-.-do 5.40 

Anthracite  __ 

Lump;  an- 
thracite. 

Dull,  deteri- 
orated ap- 

5  per  cent 
slate, 

10  per   cent 
slack. 

...-do  

9  months.. 

7  months, 
10  days. 

Freshest 
outflmos,; 
remainder 

years. 
Not  known 

Under. 

-.do 

—do 

Cover . 
„do  ... 

24  houre 

6  hours 

72  hours 

24  hours 

41  hours.... 

Good 

__do 

Clean  ... 

Fair 

-do 

Natural 

....do  

Both  natu- 
ural  and 
assisted. 

Last  hour 
forced  draft. 

N.atural ... 

Good 

..do 

..do 

Fair 

..do 

Sq.ft. 
96.3 

98 
269,5 

252.  88 
256,88 

Knots. 
6.3 

9.2 
8 

11,8 
11 

123 

223,63 
677, 91 

1,021 
868,98 

None 

8 
75 

62 
62 

1,0.35 

666 
4,776 

3,396 
4,110.5 

SCRANTON   EGG  (ANTHRACITE). 


D.L.&  W.Coal 


4  hours 1  Fair  , 


Natural —I  Poor 64,2 


79 


NATALIE   (ANTHRACITE). 

BOILEK  TESTS  MADE  AT  NAVY  YAKD,  NEW  TORK. 


Coal  turniahed 
by- 

Dura- 
tion 
of 
test. 

Water 
evaporated 
(calcu- 
lated). 

Coal 
sumed. 

Coal  per 
hour  per 
square 
foot  of 
grate 
surface. 

Water 

evapo- 
rated 
per 
pouud 
of  coal. 

Eq»ivs- 
lent  evap- 

at91-iO 
per  pound 
of  coal. 

Steam 

Refuse,  ^"^r" 
1      per 
gauge. 

Tem- 
pera- 
ture of 

feed 
water. 

Temperature 
of  uptake. 

Date. 

Lump  coal. 

Remarks. 

Hrs. 
12 

Lbs. 
40,379.5 

Lbs. 
5,652 

Lbs. 
11.7 

Lbs. 
7.14 

Lb.. 
8.68 

Per  cent.     Us. 
20.5        41.66 

41 

Jan. 30, '97 

Coal  delivered  contained  10  per  cent  Inoisture.    Burns  very 
freely  with  short  yellow  flame  and  no   smoke.    Easily 
worked. 

cite  Coal  Co. 

SHIPS'  TESTS,  ALPHABETICALLY  ARRANGED. 


Knots  per 
ton  of  coal 
consumed 
for  all 
purposes. 

Revolu- 
tions of 

engines. 

Coal 

sumed 

per 
H.  P. 

per 
hour. 

Per 

cent  of 
refuse. 
Dry. 

Character  of 
smoke. 

Quantity  of 
clinkers. 

Was 
work- 

flres 
sive? 

Was 

soot 

sive? 

How  often  were 
tubes  swept? 

Is  this 
coal 
suited 

for 
forced 
draft? 

Any 
undue 
beat- 
ing 
of 
smoke 
stack? 

How  long 
ship  out  of 
.    dock? 

Condition  of 
ship's  bottom. 

Estimated 
effect  of 
wind,  sea, 
and  sails 
upon  speed. 

Remarks. 

13.6 

30.6 
3.75 

7.82 
5.96 

40.4 

90 

S.  79.  94 
P. 80. 08 
Av.  80. 01 

103.1 
98.4 

Lhs. 
8.4 

2.8 
6.34 

3.32 
4.42 

18.8 

5 
25 

17.3 
11.5 

Small  in  size,  but 
considerable. 

Not  large 

Yes.. 

No.. 
Yes.. 

Yes.. 
Yes.. 

No.. 

No_. 
No.. 

No.. 
No__ 

Every  4  days 

Once  in  24  hours... 
Once  in  7  days 

24  hours 

do 

Not     No 

8  months.. 

3^  months- 
143  days_- 

Fair 

Clean 

Moderat  e  1  y 
foul. 

1  to  IJ  knots 

None 

2  knots 

Easily  dissipated. 
No  smoke 

Not  dense  or  dark; 
easily  dissipated. 

deter- 
mined 

Yes-. 
No.. 

Yes.. 

Yes.. 

No_. 
No.. 

No.. 
No_. 

(*) 

Not  large 

__..do  

158  days,__ 

Foul       

*  This  coal  is  weatberwurn  and  deteriorated  ;  after  being  ignited,  it  makes  an  intense  local  heat  of  short  duration,  breaks  up,  lays  dead  with  a  dull-red  heat  and  runs  into  clinker  and  ash.  It 
required  an  assisted  draft  with  the  blowers  ;  required  about  2  tons  of  it  to  do  the  work  of  1  ton  of  ordinary  bituminous.  Caused  several  bulges  in  the  back  connection  sheets  of  boilers  A  and  C,  and 
is  totally  unfit  for  use  on  naval  steamers. 

SCR  ANTON  EGG  (ANTHRACITE). 


Not  large No..  No—   Once  in  2  weeks j  Yes__  No..   20  days CI 


S.  Doc.  313,  59-1- 


REPORT  OF  BOARD  ON  INVESTIGATION  OF  THE  SPONTANEOUS  IGNITION  OF  GOAL. 


Navy  Yard,  Washington,  D.  C,  January  27,  1898. 

Sir:  1.  In  obedience  to  your  order,  dated  December  9,  1897,  and  the  inclosed  instructions,  we  have 
investigated  the  subject  of  the  spontaneous  ignition  of  coal  and  its  jarevention,  primarily  with  the  view 
of  ascertaining  the  causes  of  fires  in  coal  bunkers  of  ships  and  in  coal  piles  on  shore,  and  respectfully  submit 
the  following  report. 

2.  We  have  considered  the  details  of  these  instructions,  especially  those  of  the  Assistant  Secretary  of 
the  Navy,  as  an  outline  of  suggestions  rather  than  as  a  specific  order  to  examine  exhaustively  every  item 
mentioned  therein,  both  on  account  of  verbal  supplementary  instructions  and  because  we  found  that  to 
procure  reliable  information  with  respect  to  some  of  them  would  necessitate  making  experiments  involving 
an  expenditure  of  time  and  money  which  we  were  informed  were  not  contemplated.  We  have,  however, 
endeavored  to  investigate  every  item  mentioned,  and,  in  general,  to  carry  out  the  investigation  of  the 
subject  as  thoroughly  as  possible. 

3.  To  this  end  we  examined  all  the  literature  on  the  sxibject  of  spontaneous  ignition  which  a  careful 
search  disclosed  (a  list  of  these  authorities  being  appended,  marked  B),  and  made  application  to  professional 
men  who  were  likely  to  have  investigated  it  to  secure  their  cooperation,  either  by  references  to  reports  or 
by  a  contribution  of  their  own  exjierience.  The  various  Bureaus  and  the  Office  of  Naval  Intelligence  were 
consulted  and  letters  were  addressed  to  the  Commander-in-Chief  of  the  North  Atlantic  Station,  the  naval 
attaches,  numerous  coal  operators,  agents  of  steamship  lines,  consulting  engineers,  chemists,  engineers  of 
gas  works,  and  other  works  handling  large  quantities  of  coal,  notifying  them  of  the  object  of  the  Board  and 
requesting  their  assistance. 

We  have  also  carefully  investigated  every  case  of  spontaneous  ignition  in  the  bunkers  of  our  naval 
vessels,  and  in  coal  piles  at  the  navy  yard  of  which  reports  could  be  obtained,  and  have  consulted  many 
officers  of  the  service. 

It  may  be  remarked  in  the  beginning  that  the  consideration  of  the  siibject  of  spontaneous  ignition  is 
confined  to  bituminous  or  "soft"  coal,  inasmuch  as  we  have  not  learned  of  a  case  of  fire  due  to  this  cause 
in  anthracite  coal  on  shipboard,  and  all  the  printed  discussions  of  the  subject  refer  to  bituminous  coal. 

FIRES   IN   COAL   BUNKERS. 

1.  The  Report  of  the  Royal  Commissioners  of  Great  Britain  on  fires  in  coal  cargoes,  published  in  1876, 
and  the  paper  of  Prof.  Vivian  B.  Lewes,  of  the  Royal  Naval  College,  Greenwich,  published  in  1891,  are 
most  important  contributions  to  the  literature  of  this  subject. 

These  reports  are  in  practical  accord  on  the  important  points,  and,  in  our  opinion,  as  a  result  of  careful 
study,  give  the  true  explanation  of  spontaneous  ignition  of  coal.  The  paper  of  Profes.sor  Lewes  was 
reprinted  by  the  Bureau  of  Equipment  in  1897,  in  the  back  of  "  Report  on  the  Efficiency  of  Various  Coals 
used  by  U.  S.  Ships,  1895-96,"  and  a  copy  is  to  be  found  on  all  ships  in  commission,  and  at  all  navy  yards. 

3.  According  to  Professor  Abel,  Dr.  Percy,  and  Professor  Lewes,  the  causes  of  spontaneous  ignition  of 
coal  are : 

3.  First  (and  chiefly) :  The  condensation  and  absorption  of  oxygen  from  the  air  by  the  coal,  which  of 
itself  causes  heating,  and  this  promotes  the  chemical  combination  of  the  volatile  hydrocarbons  in  the  coal 
and  some  of  the  carbon  itself  with  the  condensed  oxygen.  This  process  may  be  described  as  self -stimulating, 
so  that,  with  conditions  favorable,  sufficient  heat  may  be  generated  to  cause  the  ignition  of  portions  of  the 
coal. 

The  favorable  conditions  are :  A  moderately  high  external  temperature ;  a  broken  condition  of  the  coal, 
affording  the  fresh  surfaces  for  absorbing  oxygen ;  a  supply  of  air  sufficient  for  the  purpose  but  not  in  the 
nature  of  a  strong  current  adequate  to  remove  the  heat ;  a  considerable  percentage  of  volatile  combustible 
matter  or  an  extremely  divided  condition. 

4.  Second :  Moisture  acting  upon  sulphur  in  the  form  of  iron  pyrites. 

5.  The  heating  effect  of  this  second  cause  is  very  small,  and  it  acts  rather  by  breaking  the  coal  and 
presenting  fresh  surfaces  for  the  absorption  of  oxygen. 


82 

6.  While  the  condensation  and  absorption  of  oxygen  is  always  going  on  to  a  limited  extent,  the  general 
immunity  of  our  bunker  coal  from  spontaneous  ignition  shows  that  there  must  be  some  exciting  cause, 
sufficient  to  stimulate  the  action  to  greater  rapidity  when  fires  do  occur,  and  this  we  believe  to  be  due  chiefly 
to  external  heat.     The  analysis  of  the  bunker  fires  on  our  own  naval  vessels  indicate  this  very  strongly. 

7.  In  former  days,  when  ships  were  under  steam  only  part  of  the  time,  when  steam  pressures  were 
lower,  when  there  were  no  protective  decks  and  bunkers  over  the  boilers,  and  there  was  ample  circulation 
of  air  around  the  boilers,  cases  of  spontaneous  ignition  were  almost  unknown  in  bunkers ;  but  modern  war 
vessels  have  all  these  conditions  changed,  and  for  some  bunkers  there  is  sure  to  be,  when  adjacent  boilers 
are  in  use,  a  sufficiently  high  external  temperatiare  to  cause  the  spontaneous  ignition  of  any  coal  at  all  lia- 
ble to  that  phenomenon. 

8.  It  should  not  be  inferred,  however,  that  spontaneous  ignition  is  a  frequent  occurrence,  even  under 
the  more  favorable  modern  conditions.  The  total  number  of  fires  due  to  this  cause,  in  the  last  three  and 
one-half  years,  counting  the  fire  in  each  bunker  as  a  separate  fire,  is  only  20  on  10  ships,  and  when  we  re- 
flect that  during  that  time  there  have  been  at  least  40  ships  in  commission,  averaging  probably  40  bunkers 
each,  which  have  probably  coaled  an  average  of  20  times,  the  pei'centage  of  bunker  fires  is  seen  to  be  very 
low. 

9.  While  it  is  desirable,  if  possible,  to  eliminate  bunker  fires  altogether,  yet  if  the  precautions  neces- 
sary to  this  end  require  great  expense  or  are  undesirable  for  other  good  reasons,  we  must  adojjt  such  rea- 
sonable expedients  as  commend  themselves  to  practical  considerations,  and  to  the  need  of  each  particular 
case. 

10.  In  a  modern  war  vessel,  great  coal-carrying  capacity  is  one  of  the  first  considerations,  and  ready 
access  to  the  coal  from  the  fire  rooms  is  almost  as  important.  Both  compel  the  construction  of  the  coal 
bunkers  in  close  proximity  to  the  boilers.  Moreover,  the  structure  of  such  a  vessel  from  necessity  prevents 
any  general  circulation  of  air  sufficient  to  prevent  a  considerable  elevation  of  temperature  near  the  bunkers. 
We  have  data  of  cases  where  such  temperatures  have  attained  200°  Fahr.  Professor  Lewes  recommends 
provision  for  a  water  wall  between  the  bunkers  and  boilers  or  uptakes  in  such  cases,  but  there  are  several 
practical  objections  to  such  a  plan  which  we  consider  conclusive.  A  double  bulkhead  with  air  circulation 
involves  practical  objections  which  will  be  obvious  on  consideration,  so  that,  in  our  judgment,  except  as 
stated  in  the  next  paragraph,  we  do  not  recommend  any  structural  changes. 

11.  There  are  some  bunkers  in  which  a  fire  would  involve  great  danger,  namely,  those  adjacent  to  maga- 
zines, while  in  others  the  loss  of  the  coal  would  be  a  serious  matter  if  the  ship  had  a  small  bunker  capac- 
ity and  was  making  a  long  passage,  and  in  time  of  action  such  a  fire,  calling  for  extra  work  on  the  part  of  the 
engineer's  forces,  would  be  a  serious  matter.  On  the  JVeio  Yorli  and  on  the  Cincinnati  there  were  fires 
in  bunkers  next  to  the  magazines  which  caused  the  charring  of  woodwork  in  the  latter,  and  if  they  had  not, 
fortunately,  been  discovered  in  time,  there  might  have  been  in  each  case  a  terrible  disaster.  For  such  cases, 
we  do  consider  .structural  provision  as  absolute  necessity,  and  that  no  magazine  should  ever  be  separated 
from  a  coal  bunker  by  a  single  bulkhead  only.  There  should  always  be  a  double  bulkhead  with  at  least  4 
inches  between  the  walls  of  the  bunkers  and  magazines  and  with  provision  for  a  good  circiilation  of  air  to 
carry  off  any  heat  that  may  come  from  the  bunker.  In  order  to  avail  ourselves  of  expert  opinion  on  the 
structural  qiiestion,  we  requested  the  views  of  the  Chief  Constructor  of  the  Navy,  and  find  from  his  reply 
that  he  had  anticipated  this  important  point,  and  j^rovision  is  made  in  the  new  battle  ships  on  practically 
the  plan  which  we  recommend,  while  the  Board  on  Construction  had  recommended  the  fitting  of  an  addi- 
tional bulkhead  in  the  bunkers  of  the  Neiv  York  and  adjacent  to  the  magazines,  with  provision  for  air  cir- 
culation. The  precautions  considered  necessary  to  prevent  fires  and  to  discover  and  extinguish  them  in 
bunkers  not  adjacent  to  the  magazines  are  presented  further  on. 

With  regard  to  fires  in  bunkers,  we  submit  the  following  recommendations : 

1.  No  magazine  should  be  separated  from  a  coal  bunker  by  a  single  bulkhead  only,  but  in  all  cases  there 
should  be  a  double  bulkhead  with  efficient  air  circulation,  artificial  if  necessary. 

2.  The  temperature  of  spaces  near  bunkers,  where  it  is  likely  to  be  high,  should  be  observed,  and 
where  it  will  be  sufficiently  great  to  be  likely  to  cause  spontaneous  ignition,  there  bunkers  should  be  kept 
normally  emjjty  if  the  total  coal  capacity  is  sufficiently  great.  If  they  must  be  kept  filled  a  coal  should 
be  chosen  which  is  least  likely  to  give  trouble. 

On  our  eastern  coast,  anthracite  coal  fulfills  this  condition  completely,  as  diligent  inquiiy  has  not 
developed  a  single  instance  of  spontaneous  ignition  of  anthracite  in  such  sizes  as  come  on  board  ship.  In 
Europe  and  many  foreign  ports,  this  condition  would  be  met  by  briquettes  or  "patent"  fuel.  This  is 
composed  of  bituminous  slack  bound  together  by  tar,  pitch,  or  flour  paste,  and  from  its  nature  and  method 


83 

of  manufacture  has  not  the  conditions  for  absorbing  oxygen.  Where  neither  of  these  is  attainable,  a 
semibituminous  coal  with  a  low  percentage  of  volatile  combustible  matter  should  be  chosen  and  stowed  in 
large  lumps  only. 

With  respect  to  the  temperature  likely  to  cause  ignition,  Professor  Lewes  states:  "If  the  bunker  coal 
next  the  bulkhead  be  kept  at  120°  F.,  an}'  coal  with  a  tendency  to  absorb  oxygen  will  run  a  great  chance 
of  igniting  within  a  few  days."  He  assumes  this  as  a  probable  temperature  if  that  outside  the  bulkhead 
is  200°  F.  This  is  a  point  that  can  only  be  settled  by  experience,  as  the  data  available  to  us  do  not  warrant 
a  definite  limit  being  assigned.  Where  bunkers  are  exposed  to  such  great  heat  they  should  be  examined, 
if  practicable,  at  regular  intervals,  to  ascertain  if  the  temperature  rises  or  if  vapor  or  smoke  is  emitted. 

3.  There  should  be  as  much  space  as  practicable  between  the  bunkers  and  boilers  or  uptakes.  This  is 
a  question  of  design  and  no  hard  and  fast  rule  can  be  laid  down.  We  would  recommend,  however,  a 
minimum  space  of  10  inches  from  the  shells  of  cylindrical  boilers,  and  at  least  18  inches  from  uptakes  and 
the  casings  of  water  tube  boilers  where  the  latter  really  serve  as  uptakes ;  and,  if  practicable,  there  should 
be  air  circulation. 

i.  Lump  coal  of  large  size  and  as  free  from  small  coal  and  slack  as  possible  is  to  be  preferred.  In  the 
ordinary  purchase  of  coal,  some  slack  is  inevitable,  but  where  there  is  room  for  choice,  other  things  being 
equal,  large  lumps  should  be  chosen.  If  practicable  to  get  it,  coal  that  was  screened  before  shipment 
should  be  preferred. 

5.  Coal  with  a  very  high  percentage  of  combustible  volatile  matter  should  be  avoided  when  possible. 
Tables  of  the  analyses  of  various  kinds  of  coal  are  usually  readily  obtainable,  so  that  the  percentage 
referred  to  can  be  found.  When  a  coal  is  offered  of  which  there  is  no  record  in  accessible  tables,  the  per- 
centage composition  can  probably  be  obtained  from  reputable  coal  dealers,  and,  we  may  add,  in  our  opinion, 
contracts  should  be  placed  only  with  such  dealers. 

6.  The  coal  should  not  contain  a  large  amount  of  pyrites. 

7.  In  choosing  coals,  the  "Coal  Efficiency  Reports"  will  indicate  the  relative  values  of  those  that  have 
been  used  at  home  and  abroad,  and  the  Admiralty  list  will  also  aid  in  the  selection  on  foreign  stations.  In 
any  case,  coals  of  established  reputation  should  be  chosen,  even  at  a  higher  price.  This  is  authorized  by 
law,  and  the  practice  is  sti'ongly  urged.  A  standard  coal  is  apt  to  be  freer  from  slack  and  pyrites  than 
coal  of  poor  quality,  and  not  only  less  liable  to  spontaneous  ignition,  but  also  cheaper  in  the  end.  The 
reports  show  that  the  Philadelphia  can  steam  7,170.G  knots,  using  Albion  Cardiff  coal,  at  a  total  cost  of 
$7,282.8,  and  that  it  would  cost  $7,433.7  using  Comox  coal,  although  the  former  costs  S7.14  a  ton  and 
Comox  $5.65  a  ton. 

8.  With  respect  to  moisture,  we  consider  it  preferable  on  every  ground  to  take  the  coal  on  board  dry ; 
but,  when  necessary  to  take  it  on  board  wet,  such  coal  should  be  used  first  if  jjracticable,  and  the  bunkers 
in  which  it  is  put  examined  at  regular  intervals. 

9.  In  general,  recently  mined  coal  should  not  be  taken.  The  authorities  already  cited  explain  this 
fully.  The  fresh  coal  is  more  greedy  of  oxygen  than  after  the  absorbing  process  has  proceeded  for  some 
time.  Ordinarilj'  our  ships  on  foreign  stations  can  not  get  freshly  mined  coal,  so  that  they  avoid  this  risk. 
The  coal  should  be  at  least  a  month  from  the  mine. 

10.  Precautions  should  be  taken  to  i^revent  waste  or  oil  from  getting  into  the  bunkers,  and  old  coal 
should  be  iised  before  that  recently  received. 

11.  With  respect  to  the  extinguishing  of  fires  in  bunkers,  the  means  now  provided  appear  the  best 
practicable.  The  Bureau  of  Steam  Engineering  provides  a  steam  pipe  to  each  bunker  in  order  that,  in 
case  of  fire,  an  atmosphere  of  steam  which  will  not  support  combustion  may  drive  out  the  air.  The  reports 
show  that  these  have  been  employed  effectively;  but  it  has  been  suggested  that,  if  the  pipes  for  admitting 
the  steam  were  placed  on  the  bottom  of  the  bunker  instead  of  the  top,  the  system  wo\;ld  prove  more 
efficient.  Otherwise  the  steam  escapes  through  the  bunker  exhaust  pipes.  The  bunkers  can  always  be 
flooded  through  the  coal  scuttles  if  that Jje  found  necessary.  As  a  rule,  the  coal  should  be  removed  from 
the  bunker  after  it  has  once  fired.  The  facility  of  removal  depends  on  the  location  of  the  bunker  and  the 
total  amount  of  coal  on  hand.  With  the  extensive  water-tight  subdivision  now  carried  out,  and  the  inevi- 
table restrictions  on  design  in  war  vessels,  we  are  not  aware  that  any  change  could  be  made  to  facilitate 
the  emptying  of  bunkers  when  a  fire  has  occurred. 

Before  leaving  the  subject  of  bunker  fires,  we  may  mention  briefly  one  point,  to  make  our  report  com- 
plete, namely,  why,  if  anthracite  coal  is  absolutely  free  from  danger  of  spontaneous  ignition,  it  should  not 
be  used  exclusively. 


84 

The  practice  of  the  Navy  Department  in  using  bituminous  coal  exclusively  for  the  past  fifteen  years 
after  a  previous  extended  use  of  anthracite  is  sufficient  to  show  that  there  are  good  reasons  for  preferring 
bituminous  coal,  and  we  give  some  of  them: 

1.  The  slower  rate  of  combustion  of  anthracite  with  natural  draft,  thus  involving  greater  weight  and 
space  for  boilers  to  give  same  power. 

2.  Greater  cost  of  anthracite  than  bituminous. 

3.  Practical  impossibility  of  procuring  anthracite  except  on  our  own  Atlantic  coast,  so  that  bituminous 
coal  would  have  to  be  used  everywhere  else. 

4.  Greater  difficulty  in  firing  anthracite  than  bituminous. 

It  thus  appears  that  anthracite  is,  on  the  whole,  distinctly  inferior  to  bituminous  for  naval  use  except 
in  the  freedom  from  spontaneous  ignition,  and  the  comparative  rarity  of  this  phenomenon  on  our  ships 
shows  that  we  could  not  for  a  moment  allow  this  advantage  to  outweigh  the  numerous  and  important  dis- 
advantages. 

FIRES   IN   COAL   PILES. 

For  this  part  of  the  subject  we  could  find  very  little  literatiire,  although  it  is  touched  on  by  the  Royal 
Commission,  and  Professor  Lewes  makes  some  suggestions. 

At  our  request  the  Bureau  of  Yards  and  Docks  very  kindly  asked  for  information  from  all  the  navy 
yards  on  the  number  and  circumstances  of  all  fires  that  have  occurred  in  coal  piles  as  far  as  recorded.  The 
replies  received  disclose  that  the  records  only  show  five  or  six  fires  in  coal  piles  as  having  occurred  in  an 
indefinite  period,  which  may  be  considered  as  at  least  twenty  years,  so  that  it  is  a  very  rare  occurrence  in 
our  navy  yards. 

Information  has  been  kindly  furnished  bj"-  a  number  of  firms  using  large  quantities  of  coal,  but  most  of 
it  was  of  a  negative  character,  as  they  had  never  experienced  spontaneous  ignition  in  their  own  coal  piles. 
A  report  by  Assistant  Engineers  Nulton  and  Danforth  to  the  Commandant  of  the  New  York  Navy  Yard 
(Commodore  Erben)  as  a  result  of  investigating  the  experience  of  the  large  gas  works  in  Brooklyn  shows 
that  these  concerns  had  been  free  from  fires  for  long  periods. 

The  Pacific  Mail  Steamship  Company  informs  us  that  they  had  trouble  in  their  coal  piles,  biit  found  it 
due  to  sulphur,  and  after  assuring  the  absence  of  this  ingredient  had  no  further  trouble,  whether  the  coal 
was  wet  or  dry.  Other  firms  have  stated  that  in  the  rare  cases  of  spontaneous  ignition  in  coal  piles,  within 
their  experience,  they  believed  them  due  to  the  presence  of  sulphur. 

Professor  Lewes' recommendations  on  coal  storage  are  as  follows:  "The  coal  store  should  be  well 
roofed  in,  and  have  an  iron  floor  bedded  in  cement;  all  supports  passing  through  and  in  contact  with  the 
coal  should  be  of  iron  or  brick;  if  hollow  iron  supports  are  used,  thej^  should  be  cast  solid  with  cement. 
The  coal  must  never  be  loaded  or  stored  during  wet  weather,  and  the  depth  of  coal  in  store  should  not  exceed 
8  feet,  and  should  only  be  6  where  possible.  Under  no  condition  must  a  steam  or  exhaust  pipe  or  flue  be 
allowed  in  or  near  any  wall  of  the  store,  nor  must  the  store  be  within  20  feet  of  any  boiler,  furnace,  or  bench 
of  retorts.  No  coal  should  be  stored  or  shipped  to  distant  ports  until  at  least  a  mouth  has  elapsed  since  it 
was  brought  to  the  surface.  Every  care  should  be  taken  during  loading.or  storing  to  prevent  breaking  or 
crushing  the  coal,  and  on  no  account  must  a  large  accumulation  of  small  coal  be  allowed.  These  jsrecau- 
tions,  if  properly  carried  out,  would  amply  suffice  to  entirely  do  away  with  spontaneous  ignition  in  stored 
coal  on  land." 

It  is  recommended  that  these  precautions  be  taken,  particularly  at  Key  West  and  Honolulu,  where  the 
coal  would  otherwise  be  exposed  to  the  sun  for  long  periods  with  a  temperature  at  times,  at  Key  West,  as 
high  as  130°  F.  In  siich  cases  the  roof,  if  of  corrugated  iron,  should  have  a  lining  of  wood  separated  from 
it  by  an  air  space. 

From  all  that  we  can  learn,  it  appears  that  when  a  coal  pile  has  ignited  the  best  way  to  extinguish  the 
fire  is  to  remove  the  coal,  spread  it  out,  and  then  use  water  on  the  burning  part.  The  incandescent  portion 
is  invariably  in  the  interior  and,  when  the  fire  has  gained  any  headway,  iisually  forms  a  crust  which  efi:'ect- 
ively  prevents  the  water  from  acting  efficiently.  ^ 

Before  concluding  our  report,  we  would  call  attention  to  the  fact  that  no  experiments  to  determine, 
beyond  question,  the  exciting  causes  of  bunker  fires  have  ever  been  made.  The  researches  of  the  eminent 
chemists  already  mentioned,  and  a  study  of  the  conditions  when  bunker  fires  have  occurred,  enable  con- 
clusions to  be  drawn  which  we  believe  correct,  and  ou  these  our  recommendations  have  been  based.  The 
fact  remains,  however,  that  the  very  conditions  which  seem  to  have  been  the  cause  of  a  bunker  fire  on  one 
ship  have  existed  on  many  others  without  causing  trouble. 


85 

Apparatus  which  would  reproduce  almost  perfectly  the  conditions  of  the  bunkers  ou  board  ship  could 
be  made  at  moderate  cost,  and  then  every  condition  supposed  to  be  provocative  of  spontaneous  ignition 
could  be  reproduced,  carefully  tested,  and  adjudged.  The  outcome  of  such  a  series  of  experiments  would 
be  absolute  knowledge  of  the  conditions  and  exciting  causes  of  spontaneous  ignition,  and  consequently  of 
the  means  to  be  employed  to  prevent  its  occurrence. 

The  entire  cost  of  such  a  series  of  experiments,  including  the  apparatus,  would  probably  not  greatly 
exceed  $5,000,  and  we  respectfully  recommend  its  consideration  at  the  Department. 

We  desire  to  place  on  record  our  appreciation  of  the  kindness  of  those  gentlemen  Avho  have  assisted  us 
by  advice  and  information. 

Very  respectfully,  (Signed)  Thomas  D.  Griffin, 

Lieutenant,  U.  S.  N. 
(Signed)  W.  M.  McFarland, 
Passed  Assistant  Engineer,  U.  S.  N. 
(Signed)  Tos.  Westesson, 
The  Secretary  of  the  Navy.  Chemist. 

APPENDIX  B. 

LIST   OF   WORKS   TREATING   OF  THE   SPONTANEOUS   IGNITION    OF   COAL   THAT   WERE   CONSULTED   BY   BOARD,    OR   THAT   WERE    MEN. 

TIONED   BY    CORRESPONDENTS. 

Report  of  the  Royal  Commission  of  Great  Britain  on  the  Spontaneous  Combustion  of  Coal  Cargoes,  l>i1G. 

Lecture  by  Prof.  V.  B.  Lewes,  on  Spontaneous  Combustion  of  Coal,  published  in  all  technical  English  papers  in  latter  part 
of  1891,  and  reprinted  in  pamphlet  of  Bureau  of  Equipment,  entitled  Efiaciency  of  Various  Coals,  published  in  1897. 

Spontaneous  Combustion,  Journal  of  Industries  for  1890,  p.  386,  by  V.  B.  Lewes. 

Journal  Society  of  Arts.  pp.  352-65,  March,  1892,  by  V.  B.  Lewes. 

Nature,  vol.  48.  p.  626.  by  V.  B.  Lewes. 

Story  of  American  Coals,  Philadelphia,  1896.  p.  333,  by  W.  J.  Nichols. 

Franklin  Institute,  vol.  IT.  p.  16,  1834:  vol.  21,  p.  424,  1836. 

Franklin  Institute  Journal,  1882  and  1885. 

Overland  Monthly.  N.  S.,  vol.  12,  p.  585.  by  W.  J.  Eastman. 

Popular  Science  Monthly,  vol.  20,  p.  717. 

Scientific  American  Supplement,  vol.  4,  No.  81,  by  C.  W.  Vincent. 

Eel.  Eng.,  vol,  17,  p.  515,  by  C.  W.  Vincent. 

Journal  of  Society  of  Arts,  vol.  25.  p.  711. 

Engineering,  January  30.  1886. 

Practical  Engineer,  March  20,  1892. 

Practical  Magazine,  vol.  6.  p.  280. 

American  Arch.,  vol.  23,  p.  248.  Doring. 

Colliery  Guardian,  vol.  69,  p.  16.  1895;  vol.  71,  p.  63,  1896. 

Institute  of  Naval  Architects,  vol.  31.  p.  204,  1890;  vol.  35,  p.  276,  1894. 

Practical  Engineer,  vol.  V,  p.  29,  1891. 

Engineering  Record.  1891,  p.  197,  vol.  23,  December  6,  1890,  to  May  30,  1891. 

Scientific  American,  vol.  74,  p.  275,  1896. 

Journal  of  Iron  and  Steel  Institute,  vol.  2,  p.  171,  1891 ;  vol.  2,  p.  351,  1892. 

Transactions  of  the  Institute  of  Federated  Mining  Engineers,  vol.  3,  pp.  789  to  794. 

Engineering  for  1897,  vol.  63.  p.  431. 

Causes  of  Spontaneous  Combustion  of  Coal,  London,  1894,  by  M.  V.  Jones. 

Coal  Dust,  an  Explosive  Agent,  London,  1894,  by  D.  Staurt,  M.  D. 

The  Origin  and  Rationale  of  Colliery  Explosions,  London,  1895,  by  D.  Staurt,  M.  D. 

Stahl  and  Eisen   vol.  XII.  p.  309. 

Perry,  Metallurgy  of  Fact  and  Metals. 

Finely  Divided  Organic  Substances  and  their  Fire  Hazard,  by  C.  J.  Hesamer.     Journal  fuer  Gasbeleuchtung,  1897. 

Chemie  der  Stein  Kohle,  F.  Muck. 

Chemiker  Zeitung,  1893.  Halpke. 

Chemisches  Reportorium,  1892;  1893. 

Percy  s  Metallurgy  of  Fuels,  p.  298. 

Dingler's  Journal,  vol.  195,  pp.  315,  499;  vol.  196,  p.  317. 

Wagners  Jahres-Bericht  for  1870,  vol.  16,  pp.  758,  778. 

T.  W.  Bunning,  "On  the  Prevention  of  Spontaneous  Combustion  of  Coal  at  Sea." 

Transactions  of  the  North  England  Institute  of  Mining  and  Mechanical  Engineers,  vol.  25,  p.  107,  187.5-76. 

Spontaneous  Combustion.  Journal  of  the  Society  of  Chemical  Industry  for  1890,  p.  1112. 

The  Transactions  of  the  American  Institute  of  Mining  Engineers,  vol.  4,  p.  60,  1876. 

The  Transactions  of  the  American  Institute  of  Mining  Engineers,  vol.  8,  pp.  211.  217. 

Return  ordered  jirinted  by  the  House  of  Commons,  August  14,  1878  (366).     Coal  Cargoes  (Spontaneous  Combustion,  etc.). 

Memorandum  relating  to  Spontaneous  Combustion  of  Coal  and  Explosion  of  Coal  Gas  on  Board  Ship.  etc. ,  by  Thomas  Gray 
Assistant  Secretary  of  the  Marine  Department  of  the  Board  of  Trade.  England. 

Collection  of  Statistics  connected  with  the  Coal  Fields  of  the  British  Islands,  by  Richard  Meade,  Assistant  Keeper  of  Min- 
ing Records,  published  by  Cro.sby,  Lockwood  &  Co.,  London,  1881. 


LIST  OF  COALS  BOUGHT  FOR  THE  BRITISH  NAVY  AND  KNOWN  AS  ADMIRALTY  COALS. 

[arranged  in  two  classes.] 


Practically  all  in  each  class  may  be  taken  as  equal  in  quality,  altliougli  slightly  varying  in  hardness 
and  other  points. 

COLLIERY    SCREENED    AT    TIME   OF   SHIPMENT. 

Class  1. 

Ferndale. 

Nixon's  Navigation. 
Albion  Merthyr. 
Harris  Deep  Navigation. 
National  Merthyr. 

Class  2. 

Cambrian  Navigation. 
Ocean  Merthyr. 
Cory's  Merthyr. 
Hood's  Merthyr. 
Locket's  Merthyr. 
Powell's  Duifryn. 
Dowlais  Merthyr. 
Hills  Plymouth  Merthyr. 
Standard  Merthyr. 
Cyfarthfa. 

(87) 


EEPORTS  OF  COMMANDING  OFFICERS  UPON  MOST  DESIRABLE  COAL 


In  the  month  of  August,  1898,  the  Bureau  sent  the  following  circular  letter  to  the  Commanders  in 
Chief  of  the  different  squadrons  on  the  Atlantic  Coast . 

Navy  Department,  Bureau  of  Equipment, 

Washington,  D.  C,  August  Si,  1898. 
Sir  :  1.  The  Bureau  requests  that  you  will  dii-ect  the  commanding  officers  of  each  of  the  naval  ships  under 
your  command  to  address  an  official  letter  to  this  Bureau,  stating  the  trade  name  of  the  American  coal 
considered  the  most  desirable  for  use  on  board  of  their  respective  ships  for  steaming  and  other  purposes, 
with  reasons  f<;)r  the  selection  made,  so  far  as  possible. 

2.  No  further  report  is  desired  from  ships  which  have  already  made  a  similar  one. 
Very  respectfully, 

(Signed)        R.  B.  Bradford, 

Chief  of  Bureau. 

One  hundred  and  twenty-three  (123)  answers  were  received  as  follows: 

One  hxmdred  and  seventeen  (117)  preferred  Pocahontas  coal. 

One  (1)  preferred  anthracite  on  accoiint  of  type  of  boilers  (Almy  water  tube). 

One  (1)  gave  no  trade  name,  preferring  bituminous  or  semibituminous  coal. 

One  (1)  preferred  Cumberland. 

One  (1)  had  only  tried  New  River  and  Georges  Creek,  and  preferred  the  former. 

And  the  other  two  classed  Pocahontas  and  New  River  as  equal  generally,  stating,  however,  that 
the  former  made  less  smoke  and  of  a  lighter  color. 
The  principal  reasons  given  for  preferring  Pocahontas  coal  were  as  follows : 

1.  It  gives  best  results  in  speed  per  ton  of  coal  consumed. 

3.  It  contains  the  smallest  percentage  of  ash. 

3.  Less  smoke  is  given  off  in  combustion. 

4.  It  requires  less  working  of  fires  to  keep  steam  pressure  uniform. 

5.  Better  suited  to  forced  draft. 

6.  Reqxiires  less  sweeping  of  tubes. 

7.  Clinkers  to  less  extent  than  some  other  coals 

(89) 


COAL. 

j:quipmp:nt  expenses  abroad, 

1 002. 

[Extract  from  report  of  the  Chief  of  the  Bureau  of  E(|uipinent  to  the  Secretar^^  of  the  Navy,  1902,  pages  47-71.] 


EQUIPMENT  EXPENSES  AKKOAD. 


There  was  expended  during  the  fiscal  year,  under  the  direction  of  commanders  in  chief  of  fleets  and  com- 
manders of  ships,  the  sum  of  $225,000  for  supplies  and  servnces  for  equipment  purposes,  not  including  the  amount 
expended  for  coal.     This  amount  is  approximate  only,  full  returns  not  having  been  received. 

COAL. 

A  total  of  382,040  tons  of  coal,  costing  S2,:^20,211.09.  at  an  average  of  -fo.Sl  per  ton,  was  purcha.sed  during 
the  fiscal  year. 

The  following  table  indicates  the  amount  of  coal  purchased  for  steaming  purposes  since  1892  and  the  cost 
thereof: 


1 

Fiscal  year  ending  June  30 —              1  Quantity. 

Total  cost. 

.\veraee 

cost  per 

ton. 

1                           1 

Fiscal  year  ending  June  30—               Quantity.!     Total  cost. 

Average 

cost  per 

ton. 

Tons. 
1892 1          73,467 

$550,451.35 
449,065.27 
640,355.96 

$7.49 
6.69 

(L7« 

Tons.      1 

J4.68 

1893                      1          67,054 

1894                                                                   .1          94,336 

1900 1        228,395'      1.572,652.97 

1901 '        324,108         2,273,111.81 

1902 1        382,040         2.220,211.09 

6.88 

1895                 1          98,615 

527,590.25            5.35 
620,131.38           5.30 
655,921.72            4.7."! 

1896                                                               .   .       !        116,903 

5.81 

1897 138.318 

DOMESTIC    CO.\L. 


Of  the  total  amount  purchased — viz,  .382,040  tons — 293.438  tons,  costing,  with  the  transportation  thereof, 
the  sum  of  -$1,543,869.35,  at  an  average  of  $5.26  per  ton,  were  purchased  within  the  limits  of  the  United  States. 

The  following  table  indicates  the  amount  of  coal  purchased  within  the  United  States  for  steaming  purposes 
since  1892  and  the  cost  thereof: 


Fiscal  year  ending  June  30 — 

Quantity. 

Total  cost. 

Average 

cost  per 

ton. 

Fiscal  year  ending  June  30— 

Quantity. 

Total  cost. 

1 

Average 

cost  per 

ton. 

1892 

Tons. 
38,450 
33,257 
42,190 
50,630 
55,162 
82,051 

$221,918.66 
147,999.04 
178, 163.  58 
181.985.89 
196,795.40 
280.091.09 

$5.77 
4.45 
4.22 
3.59 
3.57 
3.41 

Tons. 

378,437 

195,216 

141,921 

219,042 

293,438 

$1,520,119.75 
1.238,355.40  1 

834,527.34 
1,379,433.51 
1,543.869.35 

1893         .           

1899 

1894 

1900 

1901 

1902 

1895          

1896 

1897 

FOREIGX    COAL. 


The  balance  of  the  382,040  tons — viz,  88,602  tons — were  purchased  by  paymasters  of  ships,  mostly  abroad, 
costing  the  sum  of  $676,341.74,  at  an  average  of  $7.63  per  ton. 

The  following  table  indicates  the  amount  of  coal  purchased  by  ships  for  steaming  purposes  since  1892,  with 
the  cost  thereof: 


Fiscal  year  \  nding  June  30 — 


Tons. 
35,017  I 
33,797  I 
52,146 
47,985 
61.741  ' 
56.268 


Average! 

otal  cost. 

cost  per  11 

ton.      '\ 

'1 

$298,948.55 

$8.53' 

301,066.23 

8.91    i 

462,192.38 

8.86 

336,183.47 

7.00 

423,335.98 

6.85 

375.840.63 

6.68 

Fiscal  year  ending  June  30 — 


1899 
1900 
1901 
1902 


Toms. 
74,111 
85,953 
86,476 

105.066 
88.002  ! 


Average 

I  cost  per 

ton. 


$601,885.53 
441, 155. 15 
738, 125. 63 
893.677.81 
676.341.74 


$8.12 
5.13 
8.S3i 
8.50 
7.63 


94 

The  amount  of  coal  used  during  the  fiscal  year  was  nearlj-  f  S  per  cent  greater  than  during  the  preceding  year; 
it  was  67  per  cent  greater  than  during  the  fiscal  year  ending  June  30,  1900.  It  will  be  seen  by  the  foregoing  table 
that  the  amount  of  coal  used  in  the  Navy  for  steaming  purposes  has  increased  more  than  five  times  during  the 
past  ten  years. 

The  cost  of  coal  during  the  fiscal  year  was  $1.20  or  20  per  cent  less  per  ton  than  during  the  preceding  fiscal 
year. 

The  average  cost  of  coal  purchased  in  the  United  States  during  the  fiscal  year  was  $1.04  per  ton  less  than 
during  the  preceding  year. 

The  average  cost  of  coal  purchased  by  ships  during  the  fiscal  year  was  87  cents  per  ton  less  than  during 
the  preceding  year.  The  chief  reasons  for  the  above-mentioned  reductions  were  due  to  a  decreased  cost  of 
Welsh  coal  at  Cardiff,  Wales,  and  very'  low  freights.  During  the  last  half  of  the  fiscal  year  coal  freights  reached 
an  unprecedentedlj'  low  figure.  While  they  have  since  advanced  a  certain  amount,  they  are  still  much  below 
normal  rates. 

As  stated  in  the  last  annual  report  of  the  Bureau,  the  price  of  the  best  coal  mined  in  the  United  States 
was  advanced  on  the  1st  of  April,  1900,  more  than  50  per  cent  of  its  former  price.  Since  that  time  it  has  not 
been  advanced,  and  at  present,  generally  speaking,  the  Navy  is  being  supplied  with  the  best  coal  obtainable  at 
about  $2.50  per  ton  f.  o.  b.  at  the  tidewater  outlets  of  the  mine. 

The  varj'ing  prices  of  coal  shown  in  the  foregoing  table,  which,  for  the  most  part,  include  the  cost  of 
transportation,  are  due  not  only  to  the  fluctuating  cost  of  coal  itself  at  the  point  of  shipment  and  the  fluctuating 
cost  of  transportation,  but  to  the  locality  where  purchased.  For  instance,  ships  on  our  own  coast  and  in  the 
West  Indies  can  be  supplied  with  coal  at  very  reasonable  rates;  but  in  the  Pacific,  where  good  coal  is  scarce 
and  brought  a  very  long  distance,  and  in  the  Orient,  the  cost  is  twice  or  three  times  that  in  the  above-mentioned 
localities.  Ships  must  go  wherever  their  presence  is  required,  which  can  not  be  foreseen  when  preparing 
estimates,  nor  can  the  ever-varj-ing  cost  of  coal  or  freight  be  foreseen. 

It  is  gratifying  to  report  that  while  the  total  amount  of  coal  consumed  by  the  Navj-  during  the  fiscal  year 
was  increased  18  per  cent  the  amount  of  foreign  coal  purchased  was  decreased  16  per  cent  and  the  amount  of 
domestic  coal  increased  34  per  cent. 

The  following  table  indicates  the  price  of  the  best  Welsh  coal  f.  o.  b.  at  Cardifl,  Wales,  from  May,  1899, 

to  date: 

Prices  of  best  Cardiff  coal  at  Cardiff,  Wales. 


Date.                   Price  per  ton. 

Date. 

Price  per  ton. 

Date. 

Price  per  ton. 

Date. 

Price  per  ton. 

1899. 
May !   J3. 12  to  S3. 24 

1900 

$0.43  to  $7. 20 
5.76         6.00 
5.40         5.76 
5.04        5.52 
5.28         5.64 
5.28         5.52 

1901. 

S4. 80  to  So.  04 
4.44         4.56 
4.32         4.44 
4.20         4.32 
5.04         5.28 
4.56         4.68 
5.04         5.16 
5.04         5.16 
4.80         4.92 
4.32         4.38 
4.08         4.32 
4. 20         4. 32 

1902. 

$4. 14  to   $4.26 

3.78        3.90 

3.12         3.18 
3.12         3.24 
3.12         3.24 
3.18        3.36 
3.30         3.42 
4.80         5.04 

March 

3.60         3.72 

.\pril 

3.60         3.78 

Q^                          l'              ' 

Mav           

May 

3.96         4.08 

r»  t  hp       

June.......:.: 

3.90         4.02 

November 

5.28         5.52 

July- 

July 

4.08         4.14 

5.76         6.00 
6.48         6.96 
6.12         6.48 
4.92         5.16 
4.44         4.68 

3.84         3.90 

• 

3.96         4.02 

CONSUMPTION    OF    COAL. 

Of  the  total  amount  of  coal  used  in  the  ships  of  the  Navy  35,458  tons  were  consumed  on  board  of  colliers, 
torpedo  boats,  tugs,  etc.,  from  which  no  reports  are  made  of  the  specific  object  of  expenditure. 

Of  the  balance  52  per  cent  was  consumed  for  steaming  purposes;  45  per  cent  'or  distilling,  pumping, 
heating,  ventilating,  and  lighting;  2  per  cent  for  cooking  purposes,  and  1  per  cent  for  steam  launches. 

Especial  attention  is  invited  to  the  large  amount  of  coal  used  in  sliips  for  auxiliar}'  purposes,  viz,  48  per 
cent  of  the  entire  consumption. 

TRANSPORTATION    OF    COAL. 

The  Bureau  has  continued  the  policy  of  supplying  the  best  domestic  coal  olitainable  for  use  on  shipboard. 
Tliis  pohcy  necessitates  the  transportation  of  coal  to  many  ports  of  the  world,  where  it  can  not  be  obtained  at 
reasonable  rates. 

During  the  past  fiscal  year  a  total  of  153,000  tons  of  coal  were  shipped  to  various  foreign  and  domestic 
ports,  the  greater  amount  having  been  sent  to  the  Asiatic  Station.  Of  this  amount  84,000  tons  were  sent  in 
chartered  vessels,  mostlv  foreign,  and  69,000  tons  in  naw  colliers. 


95 

The  following  table  will  indicate  tlie  fluctuating  rates  of  freight  on  coal  from  the  Atlantic  coast  to  the  port 
of  Manila : 


Fiscal  year. 

Average 

rate  per 

ton. 

Fiscal  year. 

• 

.\verage  i 

rate  per 

ton. 

!      $6.99 

1901 

$8.63 
5.83 

.        J         7.90 

1902 

At  present  the  Justin 
In  the  opinion  of  the 


The  freight  on  coal  from  the  Atlantic  coast  to  the  Pacific  ports  remains  at  a  liigh  figure.  Cardiff  coal  can 
be  purchased  at  San  Francisco,  duty  paid,  for  considerably  less  than  coal  can  be  sliipped  from  the  Atlantic 
coast.  The  average  price  of  Admiralty  Cardiff  delivered  at  San  Francisco  during  the  past  fiscal  3-ear  was  $7.83 
per  ton;  during  the  preceding  year  it  was  $9.29  per  ton.  The  average  price  paid  for  the  best  Admiralty  Cardiff 
delivered  at  Honolulu  during  the  fiscal  year  was  SS..57  per  ton:  during  the  preceding  year.  S9.S7  per  ton.  But 
few  American  vessels  are  offered  for  coal  freight,  although  it  is  gratifjdng  to  note  that  the  number  for  coastwise 
and  West  Indian  ports  is  increasing. 

TRANSPORTATION    OF    COAL   BY    NAVY    COLLIERS. 

There  are  tliirteen  nav^'  colliers  in  commission,  manned  by  merchant  crews,  as  follows: 

Ajax.  Nero.  Sterling.  Justin. 

Alexander.  Hannibal.  Lehanon.  Xanshan. 

Brutus.  Leonidas.  Saturn.  Pompey. 

Caesar. 

The  Saturn,  Justin,  Nanshan,  and  Pompey  are  attached  to  the  Asiatic  Squadron, 
is  used  as  a  station  ship  at  Guam;  she  will,  however,  soon  be  relieved  by  the  Supply. 
Bureau  the  Xanshan  and  Pompey  are  sufficient  for  the  distribution  of  coal  from  Manila,  where  a  large  amount 
is  kept  in  stock.     The  small  coal  depots  throughout  the  Pliilippine  Islands  are  now  well  stocked. 

It  is  recoimnended  that  the  Saturn  be  sent  to  the  Mare  Island  Navy-Yard  and  held  for  service  on  the  Pacific; 
also  that  the  Justin,  when  relieved  b}'  the  Supply,  be  sent  to  the  same  place. 

The  Hannibal,  Leonidas,  Sterling,  and  Lebanon  are  used  to  stock  coal  depots  on  the  Atlantic  and  Gulf 
coasts  and  in  the  West  Indies;  also  to  supply  the  fleet  at  points  where  no  depots  exist.  When  used  for  the 
latter  purpose  they  perform  the  important  function  of  exercising  tjie  crews  of  battle  ships  and  cruisers  in 
supplying  coal  to  their  sliips  under  war  conditions. 

The  Ajax.  Alexander,  Brutus,  Csesar,  and  Nero  are  used  for  the  transportation  of  coal  to  the  Pacific  and 
Orient. 

The  Bureau  again  calls  attention  to  previous  reconunendations  advising  the  construction  of  two  large 
steam  colliers  capable  of  carrA'ing  10,000  tons  of  coal  as  cargo  and  1,000  tons  in  bunkers,  with  accommodations 
for  a  naval  personnel  and  liberal  amount  of  stores,  and  a  secondary'  battery.  Such  sliips  would  be  very  useful 
in  time  of  peace  or  war.  They  should  be  capable  of  making  12  knots  when  fully  loaded  and  be  economical  in 
making  long  passages  at  a  speed  of  S  or  9  knots.  Your  attention  is  in\nted  to  the  statement  in  the  last  annual 
report  of  the  Bureau  on  this  subject. 

COAL    TESTS. 

Tests  of  coal  have  been  continued  during  the  year,  as  in  past  years.  Evaporative  or  boiler  tests  are  made 
the  New  York  and  Mare  Island  na\n>'-yards.  on  all  samples  of  12  tons  each,  delivered  free  of  cost  to  the 
Government. 

A  chemical  analysis  is  made  at  the  Wasliington  Na^y-Yard  on  all  samples  of  not  less  than  4  pounds  delivered 
to  the  Bureau  free  of  cost. 

Exhaustive  tests  were  made  durmg  the  early  part  of  the  year  by  the  torpedo-boat  flotilla  at  Norfolk  on 
Georges  Creek  coal,  from  the  Consohdation  Coal  Company,  Baltimore,  Md.;  Pocahontas  coal,  from  Castner, 
Curran  &  Bullitt,  Norfolk,  Va.,  and  New  River  coal,  from  the  Chesapeake  and  Oliio  agency  at  Newport  News,  Va., 
in  order  to  determine,  if  possible,  wliicli  kind  was  best  adapted  for  the  use  of  torpedo  boats.  The  result  showed 
little  difference  when  the  coal  was  carefully  selected  in  the  three  varieties. 
S.  Doc.  313,  59-1 7 


96 

The  following  tables  contain  the  result  of  the  chemical  analyses  of  the  various  samples  received.     The 
samples  are  arranged  in  the  order  of  the  amount  of  fixed  carbon  theA** contain: 

Chemical  analysis  of  samples  of  coal  at  the  Washington  Navy-Yard,  Washington,  D.  C 
[Arranged  in  order  «f  percentage  of  fixed  carbon.     Sample  selected  officially  is  noted  by  an  asterisk.*] 
BITUMINOUS  COALS. 


Commercial  name. 


Location  of  mines. 


Volatile  matter. 


Increase 
Sulphur,  in  weight 
at  250°  F. 


Powhatan 

Canraore* 

I'enrikyber  Smokeless  Steam. . 

Albion  Cardiff* 

Ledyob 

Camnore  * 

Bonanza 

Tug  River 

Albion  Cardiff  * 

Old  Victor 

Coal  Creek* 

Georges  Creek  Big  Vein  Cum- 
berland. 

Hartford 

Albion  Cardiff  • 

Bonanza - 

Elk  Garden  Big  Vein  Cumlwr- 
land. 

Bonanza 

Lloydell 

Pocahontas  * 

Tug  Uiver* 

Argyle* 

Pocahontas* 

Lloydell 

Eureka  12 

Rockhill 

Pocahontas* 

Durham 

Tug  River  * 

Argyle  * 

Pocahontas  * 

Pocahontas  * 

Powelton 

Pocahontas  * 

Cameron 

Loyal  Hanna 

Sonman 

New  River 

Miller  Vein  * 

Tug  River* 

Elk  Garden  Big  Vein  Cumber- 
land. 

Atlantic  No.  1 

Pocahontas 

Acme  Smokeless 

■  Fairview 

Yellow  Run 

Listie  Smokeless  Steam 

Pocahontas  * 

Tug  River* 

Davis  Steam 

Elk  Garden  Big  Vein  Cumber- 
land. 

Macdonald  Colliery  * 

Pocahontas  * 

Russelville 

Spartan 

Albion  Cardiff  * , 

Pocahontas  * 

Georgo.i  Creek  Big  Vein  Cum- 
berland.* 

Argyle 

Elk  Garden  Big  Vein  Cumber- 
land. 

Georges  Creek  Big  Vein  Cum- 
berland. 

Elk  Horn 

Davis  Steaming 

Prairie  Creek  or  Huntington. . . 

Macdnnald  Colliery  * 

Pocahontas  * 

Pocahontas  * 

Sonman 

Morrisdale  * 

Vinton 

Henrietta  * 

Pocahontas* 

Elk  Garden  Big  Vein  Cumber- 
land. 

Pocahontas 

Fairview 

Elk  Garden 

New  River 

Pocahontas  * 

Pocahontas  * 

Georges  Creek  Big  Vein  Cum- 
berland. * 

Pocahontas  * 

Thomas   Steam   or   Cumber- 
land * 

Georges  Creek  Cumberland  Big 
Vein. 


Irvona,  Clearfield  County,  Pa 

575 miles  east  of  Vancouver,  British  Columbia. 

County *of  Glamorgan,  Wales.; 

Tilamorganshire,  Wales 


575  miles  east  of  Vancouver,  British  Columbia. 

Bonanza,  Ark 

McDowell  County,  W.  Va 

Glamorganshire,  Wales 


Coal  Creek,  Tenn 

Allegheny  County,  Md.- 

Sebastian  County,  Ark. . 

Wales,  England 

Bonanza,  Ark 

Mineral  County,  W.  Va. 


Bonanza,  Sebastian  County,  Ark. 

Lloydell,  Cambria  County,  Pa 

McDowell  County,  W.  Va 


Dunlo,  Cambria  County,  Pa. 


Lloydell,  Cambria  County,  Pa. 


Robertsdale, Huntington  County,  Pa 

Virginia  and  West  Virginia.  Tazewell  and  McDowell  counties. 

Durham,  Lookout  Mountain,  Georgia 

McDowell  County,  W.  Va 

Dunlo,  Cambria  County,  Pa 


Cameron,  Ind.  T 

Westmoreland  County,  Pa 

Stony  Creek  Mine,  Hooversdale,  Somerset  Ci 
Fayette  County,  W.  Va.,  near  Thurmond. . 
Cumberland  County,  Pa 


Listie,  Somerset  County,  Pa , 

Virginia  and  West  Virginia,  Tazewell  and  McDowell  counties. 


Mineral  County,  W.  Va. 


Fayette  County,  W.  Va 

Majestic  Mine 

RusselviUe,  Ark 

Rendville,  Fayette  County,  W . 

Wales,  England 

McDowel  1  County,  W.  Va 

.\llegheny  County,  Md 


Allegheny  County,  Md. 
Lew'is  County,  Wash . . . 


Huntington  Ark 

Fayette  County,  W.  Va 

Virginia  and  West  Virginia,  Tazewell  and  McDowell  counties 


Stony  Creek  Mine,  Hooversdale.  Somerset  County,  Pa. 

Morrisdale,  Clearfield  County,  Pa '. ... 

Vintondale,  Pa 

Dunlo,  Cambria  County,  Pa 

Majestic  Mine 

Mineral  County,  W.  \'a 


Somerset  County,  Pa 

Mineral  County,  W.  Va 

Fayette  County,  W.  Va._. 
McDowell  County,  W.  Va. 


Alleghany  County,  Md. 


86. 670 
86.367 
85.960 
85. 169 
84.700 
84.  610 
84  520 
82.780 
82.  446 
82.207 
82.140 
81. 95.'? 

81.680 
81.  490 
80.740 
80.668 

80,610 
80.590 
80.580 
80.540 
80.493 
80.390 
80.370 
80.318 
80.280 
80. 103 
80.068 
80.040 
79.977 
79.890 
79.830 
79.820 
79. 780 
79.  760 
79.  677 
79.  497 
79.  470 
79.384 


79.300 
79.260 
79. 174 
79. 162 


78. 940 
78.900 
78.850 

78.790 
78.750 
78. 640 
78.  510 


76.900 
76.139 
75. 890 
75. 890 
75.760 
75. 600 
75.400 


Upper  Potomac. 
Lonaooning,  Md . 


1.060 
9.710 
9.540 
8.646 


10.100 
12.400 
12.  397 
14.320 
2.530 
11.070 

13.070  I 
15.010 
14.  590 
11.681  ' 
I 
14,100 
12.500 

12.  340 
15.180 
10. 078 
12. 840 
14.680 
14.280 
13.380 

13.  593 


14.  694 

l.D.TO 

14. 170 

1.090 

11.  408 

l.SU 

12.600 

.740 

13.  430 

1.  490 

12.  520 

.000 

4.740 

.310 

12. 107 

1.740 

12.  019 

1.849 

18.000 

.570 

10.  951 

2.107 

14.  090 

1.110 

12.800 

1.170 

10.850 

1.520 

15.  240 

.590 

9.050 

.903 

10  427 

1.170 

14.140 

1.660 

13.  760 

.810 

13.650 

.583 

10.020 

.780 

11.  540 

.700 

13.040 

.610 

17.230 

1.020 

14.200 

1.790 

11.020 

.830 

17. 440 

1.420 

16.700 

.930 

13. 150 

.780 

14.856 

1.490 

15.  277 

.803 

15. 115 

.978 

12. 850 

1.230 

1.036. 

1.940 

15.010 

.950 

14.030 

1.180 

18.110 

1.150 

16.970 

.700 

15.  300 

1.590 

10.  540 

.270 

14. 197 

1.347 

17.510 

.190 

14.707 

2.417 

13.420 

2.130 

15.330 

1.170 

15.  470 

.840 

12. 859 

1.039 

16.700 

.750 

20.230 

1.170 

17.220 

.970 

16.800 

.230 

16.460 

.740 

17.010 

.270 

17.  411 

.891 

17.380 

1.070 

3.130 
.730 
.590 


..352 
.300 
1.500 


1.460 
1.720 
■  9.  730 


1.010 
1.320 
.640 
1.220 


1.330 
0.830 
.960 
2.570 


1.270 
1.381 
1.260 
.980 
1.110 
1.410 
1.090 


3.237 
12.920 
3.290 


3.147 
2.210 
13.000 


1.330 
1.800 
2.870 
6.451 

3.410 
3.720 
5.000 
2.400 
4.078 
4.170 
3.390 
4090 
3.420 
5.147 
2.922 
3.770 
5.068 
4  380 


1.330 
5.251 
4  540 
5.720 

1.920 
4120 
9.690 
7.597 
4  619 
5.070 
5.250 
3.330 
7.890 
6.540 

2.120 
5.160 
8.500 
1.310 
3.190 
6. 370 
4  676 

4  756 


17.  526 
5.220 
5.630 
2.270 
3.760 
2.880 
4  600 
6.077 
4070 
4  207 
6.260 
5.510 

5.520 
8.134 
6.400 
1.730 
4  940 
5.960 
6.310 


.060 
.133 
.234 


.199 

.260 

.603 

.085 

.108 

.324 

.066 

.251 

.062 

.121 

.092 

.364 

.240 

.274 

.294 

.502 

.235 

.463 

.358 

1.330 

.,357 

0.126 

0.270 

.431 

.180 

.280 

.214 

.173 

.203 

.466 

.853 

.981 

.211 

.664 

97 

icdl  analysis  of  samples  of  coal  at  the  Washington  Navy-Yard,  Washington,  D.  C. — Continued. 
BITUMINOUS  COALS-Continued. 


Commercial  name. 


Volatile  matter. 


Increase 
in  weight 
at  250°  F. 


Big  Bend* 

Pardee 

Tug  River* 

Big  Vein  Cumberland 

Pocahontas* 

Eureka  22 

Mount  Vernon* 

Patton 

Pocahontas  * 

Pardee 

Pearson  Warrior 

Crows  Nest 

New  River* 

Crows  Nest 

Davis  Steaming 

Pearson  Warrior 

Pocahontas  * 

Standard  Eureka  * 

Thomas  Steam  or  Cumberland, 

Albion  Merthyr 

New  River 

New  Pardee 

Indiana 

Spartan 

Gazzam 

Pocahontas  Lump 

Labuan 

Sloss 

Glenwood 

Clearfield  Enipire  Big  Vein*  . . 

Albion  Cardiff 

Comox  * 

Reynoldsville 

Pratt 

MiUdale 

Montezuma 

Toms  Creek* 

Pratt 

Comox 

Metropohtan 

Albion  * 

Moshannon  Creek 

Toms  Creek  * 

Cahaba 

Indianola  Lump 

West  port 


Twin  Rocks,  Cambria  County,  Pa. 

Patton,  Cambria  County,  Pa 

McDowell  County,  W.  Va 

Elk  Lick,  Somerset  County,  Pa 


Iloutzdale  Clearfield  County,  Pa 

Patton,  Cambria  County.  Pa 

Virginia  and  West  Virginia .  Tazewell  and  McDowell  counties. 

Patton.  Cambria  County,  Pa 

Near  Birmingham,  Jefferson  County,  Ala 

Femie,  British  Columbia 

Fayette  County.  Va 

Fefnie,  B  rit ish  Columbia 


Near  Birmingham,  Jefferson  County,  Ala 

Majestic  Mine 

Berwind-White  Co.'s  mines,  Clearfield  County,  Pa. 

Upper  Potomac 

Glamorganshire,  South  Wales 

Fayette  County,  Va 

Patton,  Cambria  County,  Pa 

Glen  Campbell,  Indiana  County,  Pa 

UendviUe,  Fayette  County,  W.  Va 

Gazzam.  Clearfield  Count v,  Pa 

Poteau,  Ind.  T ". 


South  Bum* 

Toms  Creek* 

Toms  Creek* 

Osborne  Wallsen. 

Crows  Nest 

Loyal  Hanna*... 

Dorchester 

Coal  Creek 

Youghiogheny. . . 


Philippi 

Meriden,  Cumberland  * 

Toms  Creek 

Toms  Creek 

Mingo 

Cahaba  * 

Red  Jacket 

Mount  Kembla 

Black  Diamond  * 

Loonev  Creek 

South  "Bulli* 

Southern  Express  No.  1 

Cripple  Creek 

Battleship 

Pocahontas  (Washington) . 

Black  Diamond 

Pittsburg  (mine  No.  li 


Toms  Creek* 

Blue  Canyon  * 

Fraterville 

Flemington 

Battleship , 

Kaiping  No.  5  Lump  *. . . 
Shawmut  (mine  No.  1) . . 

Fairhaven 

Bumwood  Colliery 

Youghiogheny    (Ocean 
No.  1). 

Gravitv  Creek 

Hettori* 


Mingo 

Pinesville 

Gamble 

Shawmut  (mine  No.  2) . 

Kaiping 

Jellico* 

Westport  * 


Shawmut  (mine  No.  3) . 

Pardee* 

Philippi* 


Coalburg,  near  Birmingham,  Ala 

Glen  Campbell,  Indiana  County,  Pa 

Clearfield  County,  Pa 

Glamorganshire,  South  Wales 

Union,  Vancouver  Island,  British  Columbia 

Jefferson  County,  Pa 

Pratt  Mines,  Jefferson  County,  Ala 

Milldale,  Tuscaloosa  County,  Ala 

Near  Fairfax,  Pierce  County,  Wash 

Wise  County,  Va 

Pratt  Mines,  Jefferson  County.  Ala j 

Union,  Vancouver  Island,  British  Columbia 

27  miles  from  Sydney,  New  South  Wales 

Glamorganshire,  South  Wales 

Gazzam  Mines.  Clearfield  County,  Pa 

Wise  County,  Va 

Blockton,  Bibb  Countv,  Ala 

No.  3  Shaft,  Poteau,  Ind.  T 

Beulah  River,  BuUer  County,  Nelson  Province,  South  Island, 
New  Zealand. 

South  Bulli,  New  South  Wales 

Wise  County,  Va 


-do 


lUawarra  district.  New  South  Wales. . . 

Fernle,  British  Columbia 

Westmoreland  County,  Pa 

Dorchester,  Va 

Briceville,  Anderson  County,  Tenn 

Ocean  Mine  No.  2,  Fayette  County,  Pa. 

Stonega,  Va 

Philippi,  W.  Va 

West  Virginia 

Wise  County,  Va 


.do. 


Claiborne,  Coimty,  Tenn 

Blockton,  Bibb  County,  Ala 

Matewan,  W.  Va 

lUawarra  district.  New  South  Wales 

Coalcreek,  Tenn.,  Black  Diamond  Coal  Co. 

Looney  Creek.  Va 

South  Bulli,  New  South  Wales 


Briceville,  Anderson  County,  Tenn 

Coalcreek,  Tenn 

Palmer,  King  County,  Wash 

Coalcreek,  Tenn 

Pittsburg  Consolidated  Coal  Co.,  McDonald  Station,  Wash- 
ington County,  Pa. 

Wise  County,  Va 

Blue  Canyon  Coal  Co.,  Whatcom  County,  Wash 

Coalcreek  Coal  Mines,  Tenn '. 

Flemington,  W.  Va 

Black  Diamond  mine 

Kaiping,  50  miles  northeast  from  Tientsin,  China " 

Horton  Township,  Elk  County,  Pa 

Skagit  County,  Wash 

Near  Newcastle,  New  South  Wales 

Fayette  County,  Pa 


Near  Westport,  New  Zealand 

Bullock  Island,  opposite  Newcastle,  New  South  Wales,  Aus- 
tralia. 

Claiborne  County.  Tenn 

Pinesville  Ky..". 

Alabama 

Horton  Township,  Elk  County,  Pa 

Kaiping,  50  miles  northeast  from  Tientsin,  China 

Campbell  County,  Tenn..  and  Wheatley  County,  Ky 

Beulah  River,  Buller  County,  Nelson  Produce,  South  Island, 
New  Zealand. 

Horton  Township,  Elk  County.  Pa 

Patton,  Cambria  County,  Pa 

Meriden,  W.  Va 


75.010 
74.922 
74.900 
74. 870 
74. 810 
74.429 
74. 198 
74165 
74.150 
72.993 
72. 764 
72. 090 
72. 640 
72.500 
72.130 
72.030 
72. 020 
71. 632 
71. 287 
71.268 
71.054 
70.860 
70. 740 
70.700 
70.618 
70.500 
70.340 
70.311 
70. 118 
70.036 
69.920 
69.750 
69.590 
69. 327 
69. 236 
69. 010 
68.380 
68.  351 
68. 255 
68.170 
68.111 
67.968 
67.  720 
67.430 
67. 110 
66. 920 

66. 910 
66.690 
66.540 
66, 110 
66.000 
65.838 
65.  660 
65.  419 
64.960 
64.780 
64.760 
64. 710 
64.688 
04.  510 
64.  368 
64.329 
64.230 
63.940 
03.  797 
63.700 
63.  640 
63.  620 
63.420 
63.150 
63. 070 
63. 036 
63. 010 

«2.890 
62.  744 
62.  720 
62.720 
62.680 
62.420 
62.400 
62.  395 
62. 270 


62.088 
62.070 
61.960 
61.920 
61.920 
61.868 
61.  798 

61.070 
61.664  i 
61.  480  i 


15.980 
15.814 
16.060 
16.114 
17.630 
19.  410 
17.  404 
13.901 
12.264 
18. 248 
18.953 
19. 010 
18.200 
18. 610 
19. 060 
23.960 
10.900 
20. 054 
21.213 
19. 940 
18.933 
17.  453 
22. 070 
18.560 
20. 279 
19. 020 
7.270 
24. 197 
23.639 
17.969 
14.910 
19. 270 
23.460 
20.271 

27.  430 
20.090 
25. 870 
25. 773 
16.301 
16.250 
15.091 
21.951 
25. 630 
24.940 
21.000 
29. 150 

20.040 
27.030 
26.590 
16.840 
15.920 
22.966 

28.  520 
27. 220 
29.690 
30.650 
26. 120 
24.780 
28.787 
29.204 
30.226 
25.  705 
28. 030 
18.680 
30.800 
31.510 
23.150 
28. 830 
30.040 
29.780 
27.050 
30.409 
30.120 

29.210 

29.649 
31.  470 
31.750 
31.950 
30.080 
29.450 
20.175 
29.400 
26.760 


27.966 
33.590 
24. 670 
27.000 
22. 890 
31.559 
34.929 

32.060 
28.  846 
25.100 


1.330 
1.289 
1.344 
1.517 
1.342 
3.920 
1.820 
.210 
1.720 
1.040 
1.840 


1.550 
.830 
1.290 
1.621 
1.240 
11.480 
2.000 
1.011 
1.019 
1.170 
.920 
1.960 


1.230 
1.740 
8.290 


1.310 
1.290 
3.130 


1.260 
1.580 
1.250 
.870 


2.661 
1.900 
1.170 
.980 
1.413 
1.430 
.950 
.910 


1.290 
2.420 
1.240 
2.090 


1.400 
1.250  ' 
3.710 
1.020 

1.000 
3.399 
1.200 


1.360 
.310 
.751 


1.620 
1.100 
1.020 


1.110 
.360 
.871 


.310 
.610 
1.320 
1.140 
1.510 
1.370 
1.060 
1.000 
.860 
.630 
.949 
1.320 
1.650 
1.020 
.497 
1.400 
1.070 
1.050 
1.770 
2.351 
1.770 
.572 


6.660 
4.904 
7.130 
7.320 
5.920 
4.390 
5.645 
9.291 
10.  844 
6.309 
3.283 
6.110 
0.080 
0.570 


12.380 
8.960 
3.970 
2.321 


5.924 
13.560 
13.509 


17.190 
7.886 
3.460 
4.000 
2.940 
2.370 
6.580 
7.340 
4.150 
3.804 
1.656 
6.695 
4.920 

14.  380 
3.297 
1.960 

11.190 
5.590 
3.340 
2.651 
7.010 
3.618 
2.750 

3.850 
3.679 
3.440 
3.970 
2.030 
4.110 
5.200 
14.885 
5.490 
8.200 


4.666 
1.090 
10.  590 


3.590 
3.  4S4 
10.730 


.147 

1.316 

.815 

.140 

.431 
.310 
.282 

.433 
.121 

1.690 
1.400 
.425 
.413 

.218 
.159 

1.416 

.077 
.530 
.671 
.191 

.463 
.250 

.284 

.391 
.084 
.073 

.173 
.383 

.359 

.091 
.099 

.101 

1.090 

.280 
.192 

.111 

2.430 
.741 

.401 
.282 
.200 
.727 
.020 
1.280 

.209 
.157 

.200 
.092 
.073 
.859 
.060 

.483 
.201 

.416 

.024 
.119 
.894 
1.060 
.125 

.359 
.551 
.650 
.400 

.162 

.140 

.051 

.685 
.059 
.214 

.649 
.208 

.225 
.190 
.712 
.427 
.199 

.401 
.429 
.392 
.314 

.165 
.227 

.417 

.172 

.021 
.308 

.300 
.550 

.299 
1.400 

.248 

.026 
1.760 

.145 

.790 
.609 
.752 
.166 
.534 

.097 
.022 

.453 
.753 

.701 
.318 

.113 

1.740 

.129 
.435 
1.960 
.594 
.314 

.603 
.423 
.340 
.301 

.424 

.278 
.320 

.702 

1.480 

.390 

98 

Chemical  analysis  of  samples  of  coal  at  the  Washington  Navy-Yard,  Washington,  D.  0. — Continued. 
BITUMINOUS  COALS— Continued. 


Commercial  name. 


Location  of  mines. 


Paint  Roclc 

A.  &  A.  Co 

New  Chum* 

Kaiping 

Blaclc  Diamond  * 

Swanlaank* 

Los  Cerrillos 

Hetton 


Laurel  County 

Killingworth ' 

Wallsend 

Denniston 

Quanta  * 

Stockton 

Wickham  and  Bullock  Island. 

New  Swanbank  * 

Hetton 


Kaiping,  50  miles  northeast  Tientsin 

Coalcreek,  Tenn.,  Black  Diamond  Coal  Co 

Pinkerlja.  Queensland,  Australia 

Santa  Fe,  N.  Mex 

Bullock  Island,  opposite  Newcastle,  New  South  Wales,  Aus- 
tralia. 

Pittsburg,  Laurel  County,  Ky 

Near  Newcastle,  New  South  Wales 


.do. 


Near  Westport.  New  Zealand 

Naricual,  near  Guauta,  Venezuela. . 

Near  Newcastle,  New  South  Wales. 

-.do. 


Fairhaven 

Sneddon 

Dudley 

Lambton 

Burke's  or  Bogside 

Cape  Breton  * 

Kanawha 

Waratha 

Corona 

Wallarah* 

Cooperative 

Killingworth 

Lota* 

Sunnyside 

Duckenfield  * 

Carrington 

Duckenfield 

American  Cardiff. . 

Comox* 

Zunbunna 

Wear  Lump 

Outtrim 

Manchester 

Philippi* 

Coal  Valley 

Whitwood* 


Lambton  Colliery 

Sunnyside  * 

Duckenfield 

Nort  hem  Extended 

Franklin 

Newcastle  Wallsend 

Monongahela  Gas  Coal. 


-Australian 

Cooperative 

Mc.\lester 

Hetton 

New  Winning. . . 
New  Vancouver* 


Wickham  and  Bullock  Island 

Wilkeson  * 

Providence 

Pacific  Cooperative 

F  ranklin  * 

Wellington  * 

Tagawa '. 

Blaek  Diamond 

Wallsend* 

Muke 

Flemington 

Wallarah 

Coal  Valley 

Corona  * 

Wallsend  * 

Yokos)iima* 

Richmond  Vale 

Takashima  * 

Seahan 

Tagawa 

Roslyn 

Brown's  Duckenfield 

Kemmerer 

Hokoku 

Newcastle 

Kokoku 

Roslj'n* 

Greta 

Kemmerer 

Kanada  Lump 

Coal  Creek 

Rock  Springs 

Kanada 

Ohnoura  Lump 

South  Prairie* 

Davis  Mine 

Kemmerer* 

Welhngton  * 

East  Greta 

Ocean  Lump 


Brisbane  River,  Queensland,  Australia 

Bullock  Island,  opposite  Newcastle,  New  South  Wales,  Aus- 
tralia. 

Skagit  County,  Wash 

New  South  Wales 

Near  Newcastle,  New  South  Wales 


.do- 


Pinkenba,  Queensland 

Reserve  mines,  Cape  Breton 

Kanawha  County.  W.  Va.,  near  Charleston. . 

Near  Newcastle,  New  South  Wales 

Corona,  Walker  County.  Ala 

Northumberland  County,  New  South  Wales. 

Plattsburg,  New  South  Wales 

West  Wallsend,  New  South  Wales 

Lota,  Chile 

Sunnyside,  Utah 

Australia 

Near  Newcastle,  New  South  Wales 


Union,  Vancouver  Island,  British  Columbia 

Victoria  Colhery ,  73  miles  from  Melbourne 

Pittsburg,  Crawford  County,  Kans 

Outtrim,  Victoria,  76  miles  from  Melbourne 

Altamont,  Ky 

Meriden,  W.  Va 

Coal  Valley,  near  Birmingham,  Ala 

Bundanba,  18  miles  from  Brisbane  River,  Queensland,  Aus- 
tralia. 

New  South  Wales 

Utah- 


Brown's  Colliery,  near  Newcastle,  New  South  Wales 

Near  Newcastle,  New  South  Wales 

Near  Seattle,  Wash 

Northumberland  County,  New  South  Wales 

First  Pool  Mine,  Monongahela  Gas  Coal  Co.,  Willack  Station, 

-Allegheny  County,  Pa. 

Stewart,  Klightlej',  New  South  Wales 

Wallsend,  Newcastle,  New  South  Wales 

Alderson ,  Ind .  T 

Carrington,  New  South  Wales , 

Newcastle,  New  South  Wales 

Southfield  Pit,  near  Nanaimo,  Vancouver  Island,  British 

Columbia. 

Carrington,  New  South  Wales 

Pierce  County,  Wash 

Providence,  Ky 

Near  Newcastle,  New  South  Wales , 

(McKay  vein)  near  Seattle,  Wash 

Wellington,  Vancouver  Island,  British  Columbia 

Moji.  Japan , 

Near  Seattle,  Wash 

Newcastle,  New  South  "Wales,  Australia 

Kutchinatsu,  Japan 

Flemington,  W.  Va 

Catherine  Hill  Bay,  New  South  Wales 

Coal  Valley,  Walker  County,  Ala 

Corona,  Walker  County,  Ala 

Near  Newcastle,  New  South  Wales* 

Nagasaki,  J apan 

Northumberland  County,  New  South  "Wales 

Nagasaki,  Japan 

West  Wallsend,  New  South  Wales 

Bujen,  near  Kokura 

Roslyn,  Killetas  County,  Wash 

Near  Newcastle,  New  South  Wales 

Mine  No,  4,  Kemmerer,  Uinta  County,  Wyo 

Moji,  Japan 

Near  Seattle,  Wash 

Bujen,  near  Kokura 

Roslyn,  Killetas  County,  Wash 

Near  Newcastle,  New  South  Wales 

Mine  No.  1,  Kemmerer,  Uinta  County,  Wyo 

Tagawa,  Bujen ,  near  Kokura 

Korumburra,  Victoria 

Rock  Springs,  Wyo 

Moji.  J  apan 

Naokata,  Chikujen.  near  Kokura 

Pierce  County,  Wash 

Near  Tacoma,  Wash 

Kemmerer,  Wyo 

Wellington,  Vancouver  Island.  British  Columbia 

Near  Newcastle.  New  South  Wales 

Mineral  County,  W.  Va 


Volatile  matter. 


ei.  440 
GI.390 
61.380 
61.280 
61.  iSl 
61. 220 
61.180 
61. 051 

61.000 
60.570 
00.393 
00.420 
60.240 
60.170 
60.170 


59.960 
59.850 
59.  790 
59.550 
59.520 
59.350 
59.230 
59. 170 
59.080 
58.940 
58.890 
58.760 
58.750 
58.680 
58.570 
68.530 
58.450 
58.400 
58.320 
58.230 
58.210 
58.160 
58.090 
68.084 
68.020 

67.  910 
67.  890 
57.  870 
57.750 
57.580 
57.650 
57.500 

87.350 
57.350 
57. 340 
57.290 
57.110 
56.948 

56.920 
56. 895 
56. 740 
56.  490 
56.400 
56. 400 
66. 130 
56. 084 
56.014 
56.000 
55. 760 
65.760 
55. 750 
55.650 
55.380 
55. 220 
65.080 
55.040 
54. 940 
54.560 
64.660 
64.610 
54.210 
53.910 
53. 806 
53.  720 
53.656 
53. 640 
53.610 
63. 580 
53.280 
63.270 
53.250 
53. 180 
S3. 010 
62. 760 
52.  740 
52.602 
52.690 
52.350 


28. 110 
31.  470 
29.190 
27.290 
31.985 

24.  220 
26.600 
30.481 

31.500 
31.620 
28.  731 
34.  210 
36.410 
33.800 
29.640 
26.380 
32.990 

33.030 
34.680 
32. 010 
28.540 
24.980 
30.132 
30.930 
31.990 
30.930 
30.620 
25.400 
30.860 
32.620 
34.620 
29.220 
32.780 
31.290 
31.650 
22.717 

25.  240 
29.600 
31. 130 
35.600 
22.430 
28. 968 
27.730 

23. 990 
34.  690 
30.160 
30.000 
33.860 
33. 170 
32.880 

35.030 
30.480 
32.380 
29.000 
31.060 
34. 075 

29.040 
22.505 
30.600 
30.800 
36.084 
25.300 
36. 080 
31.246 
23.281 
31.560 
32.900 
29.020 
31.220 
31.212 
29.060 
36. 860 
33.060 
33. 980 
33.  270 
35.460 
32.040 
31.490 
34. 730 
36. 020 
25.433 
36.010 
30. 824 
35.580 
37. 170 
34.030 
33.  720 
33. 970 
38.100 
35.600 
32.  9.50 
25.610 
38. 140 
27. 927 
39. 9.50 
32.650 


2.590 
1.020 
2.160 
1.500 


1.070 
1.020 
1.350 


1.060 
2.150 
2.139 


1.170 
1.070 
1.870 


.950 
.900 
1.605 
1.650 
2.960 
1.250 
1.470 
1.320 
3.190 
.920 


1.080 
1.040 
1.860 
1.030 
3.170 
6.970 
1.110 
5.320 
3.768 

.890 
1.169 

.810 
2.800 
1.220 
1.210 
2.450 
1.050 
1.130 

.910 

.970 
1.510 
1.120 
2.340 


1.060 
1.970 
1.320 
2.430 
1.210 
1.830 


2.560 
1.230 
1.979 


1.883 

2.050 
2.460 
2.540 
1.760 
1.490 
1.980 
2.250 
3.630 
1.820 

2.980 
1.980 
2.100 
2.670 
1.940 
2.781 
2.150 
1.920 
.720 


3.900 
2.400 
2.710 
1.650 
2.300 
1.860 

.745 
4.380 

.730 
4.390 
2.610 
1.510 
1.220 
3.710 

2.520 
2.310 
2.290 
2.620 
3.260 
2.390 
1.060 

2.100 
2.480 
2.300 
2.450 
2.540 
1.040 

2.730 
.700 
4.040 
2.790 
1.300 
1.603 
2.910 
3.040 
3.392 
.770 
.601 
3.400 
1.180 
1.230 
2.350 
1.440 
2.660 
1.190 
2.570 
2.720 
2.050 
2.6,50 
3.680 
2.800 
7.920 
2.500 
1.4.50 
1.670 
3.000 
2.710 
7.210 
6.650 
2.870 
2.110 
1.660 
2.430 


5.400 
4.090 
6.420 
9.630 
4.695 
10.680 
7.020 
4.492 

2.860 
4.330 
6.001 


3.800 

2.010 
2.«50 
6.190 
8.040 

11.380 
4.262 
4.920 
5.790 
6.090 
7.590 

12.080 


6.930 
7.150 
15.  867 
10.  410 
8.480 
5.020 
2.260 
16.650 
8.218 
9.620 

14.620 


8.650 
3.800 
6.420 
7.670 

4.210 
8.670 
7.000 
10.450 
8.080 
6.665 

10.230 

18.716 
6.760 
8.890 
2.884 
9.520 
3.770 
4.166 

13.161 

10.  780 
9.580 

11.010 
6.650 
9.612 

12.000 
5.030 
8.150 
8. 660 
8.310 
6.290 
6.850 

10. 230 
5.140 
6.380 
8.023 
7.710 

11.944 


3.960 
4.290 
4.620 
8.180 

11.690 

16. 750 
4.100 

15.007 
4.510 

11.910 


Increase 
in  weight 
at  250°  F. 


.104 

.375 

1.330 

.606 

.124 

.443 

3.400 

.627 

.455 

.274 

.564 

.222 

.754 

.116 

.977 

1.630 

.308 

.200 

.715 

4.880 

.656 

.071 

.739 

.461 

1.050 

1.980 

.212 

.535 

.795 

.892 

.521 

.637 

.678 

.220 

.761 

.187 

.158 

.097 

1.610 

.154 

.677 

2.880 

.406 

.240 

.231 

4.530 

.344 

.201 

1.502 

.823 

.400 

.468 

1.230 

.252 

.440 

.752 

.145 

.807 

1.170 

.584 

.465 

.162 

.207 

.107 

.403 

.144 

.384 

.630 

.201 

1.880 

.203 

.204 

.491 

2.400 

1.176 

.417 

.398 

.086 

.774 

.406 

..500 

.186 

.258 

.111 

.434 

.038 

.250 

.106 

.402 

.307 

.495 

.414 

.703 

.117 

.662 

1.148 

.082 

.327 

.156 

.373 

.193 

.414 

.825 

.067 

1.190 

.002 

1.482 

.399 

.502 

.073 

.370 

.126 

.992 

.221 

.340 

.160 

None. 

.284 

.343 

.664 

99 

Chemical  analysit:  nf  samples  of  coal  at  the  Washington  Navy-Yard.  Washington.  D.  C. — Continued. 
BITUMINOUS  COALS— Continued. 


Commercial  name. 


Location  of  mines. 


Volatile  matter. 


Black  Diamond  * 

Beaver  Hill 

East  Greta 

Richmond  Vale. 

Castle  Gate 

Ida  Lump 

Yubari 

Oilman 

Yubari  Lump... 

Labuan 

Akaike* 

Yoshinotani 

Mlike  Pillar 

Ochl* 

Koinatsu* 

Kakoiwa 

Kakoiwa  Lump. 

Roslyn* 

Yoshinotani  *..- 

East  Greta 

Wallsend 

Yaniano 

Thurber 

Yaniano 

Yoshinotani 

Hikweangi 

Montevallo 

Namazutu 

Castle  Gate 

(A  sample) 

Newcastle 

Komatzu 

Kishima* 

Comox* 

Newcastle  * 

Ohnoura 

Franklin 

Bryant 

Wellington 

Greta 

Nanaimo* 

Hondo 

Newcastle  * 

Nanaimo  * 

Yubari 

Cececapa 

Cook  Iniet 

Pikesville 

Canaval 


Near  Seattle,  Wash 

West  tiaitland,  New  South  Wales. 


Yubari  County,  Ishikari  P 

Labuan  Island,  Borneo 

Tagawa  Gun  Bozen,  Japan 

Karatsu,  Hijen 

Chekugo,  near  Kokura 

Kacatsu,  Japan 

Moji,  Japan 

Earatsu,  Hijen 


.do. 


Roslyn,  Killetas  County,  Wash 

Karatsu,  Japan 

East  Greta,  near  Newcastle,  New  South  Wales, 
.do. 


Moji,  Japan 

No.  7  Shaft,  Texas  and  Pacific  Coal  Company,  Thurber,  Tex. 

Yaniano,  Chikuyen.  near  Kokura 

Karatsu,  near  Hijen 

Whangario.  .\uckland.  New  Zealand 

Aldrich,  .\la 

Koho  Gun  Chikuzen 

Castle  Gate,  near  Helper,  Carbon  Coxmty,  Utah 

Outcroppings,  .\leutian  Islands,  .\laska 

No.  4  Vein,  near  Seattle,  Wash 

Tarawa  Gun  Buzen 

Moji,  Japan 


No.  4  Vein,  near  Seat  tie.  Wash 

Moji,  Japan 

Near  Seattle,  Wash 

Issaquah,  Kings  County,  Wash 

Welhngton,  Vancouver  Island,  British  Columbia. 

Greta,  Northumberland  County,  Newcastle 

Nanaimo,  Vancouver  Island,  British  Columbia. .. 

Kurate  Gun  Chikuzen 

No.  4  Vein,  near  Seattle,  Wash 

Nanaimo,  Vancouver  Island,  British  Columbia. . . 

Yubari  County,  Ishikari  Province,  Japan 

State  of  Vera  Cruz,  Mexico 

Cook  Inlet,  Alaska , 

Pikesville,  Kv 

Poteau,  Ind.'T 


52.022 
51.984 
51.970 
51.940 
51.940 
51.910 
51.420 
51.321 
51.110 
51.100 
51.090 
51.000 
50.850 
50.810 
50.600 
50.510 
50.260 
50.109 
49.950 
49.800 
49. 710 
49.590 
49.430 
49.340 
49.320 
49.290 
48.990 
48.960 
48.630 
48.320 
48.320 
47.980 
47.800 
47.610 
46. 815 
46.800 
46.668 
46. 274 
46.160 
46.050 
46.001 
44. 310 
44.289 
44.122 
43.650 
39.100 
38.120 
36.530 
3.').  350 


30.272 
33.165 
32. 150 
34.200 
33.000 
35.150 
40.600 
27.550 
39.790 
36.  710 
28.020 
35.520 
37.000 
36.390 
35.400 
37.310 
34.700 
30.633 
37. 450 
37. 040 
37.400 
35.380 
32. 930 
37. 520 
38.390 
36. 710 
34.850 
32.480 
38.660 
31.020 
28.990 
31.680 
40.110 
22.010 
29.798 
32. 150 
30.310 
27.330 
36.850 
35.010 
33. 762 
29.070 
35.232 
35.383 
35.600 
30.070 
35.200 
42.110 
41.296 


2.050 
5.090 
1.590 
2.740 
1.040 
1.270 
1.230 
2.370 
2.690 
1.390 


1.330 
1.070 
1.050 
2.420 
3.320 
1.210 

.820 
1.940 
3.047 
1.150 
3.191 
4.000 
2.050 

.860 
1.998 
1.420 
2.997 
1.980 
1.440 
3.590 
4.650 
1.180 
1.569 


5.356 

7.101 
2.070 
2.100  I 
2.840  ' 
2.530 


2. 718 
2.520 
2.010 
1.540 
2.720 
3.350 
2.430 
1.960 


15.630 
9.110 
26.480 
7.317 
17.600 
15.080 
8.349 
12.850 
14.920 
14.322 
21.610 
5.172 
15.682 
17.830 
9.770 
4.430 
19.540 
18.506 


.039 
.601 
1.050 
3.180 
.672 
.263 
.200 
.070 
.164 


ANTHRACITE  COALS. 


Mahanov  Schuvlkill,  colliery 

No.  2." 
Morea  Middle  Lehigh 


Kohonoor,  colliery  No.  1 

Mahanoy  Schuylkill,  colliery 
No.  2. 

Shenandoah  Schuylkill 

Wyoming  Mine 

Bryn  Blaen 

Otto  Mine 

Lykens  Valley 

Wilkesbarre 

Kaska  William 

Lackawanna 

Natalie 


Schuylkill  County,  Pa. 

Lehigh  County,  Pa 

do 

Schuylkill  County,  Pa. 


Wyoming  Mine,  Pa 

Glamorganshire,  Wales. 

Pennsylvania 

Dauphin  County,  Pa 

Wilkesbarre,  Pa 


Glyn  Neath.. 
Wilkesbarre. 
Chimbote 


Lackawanna  County,  Pa 

Shamokin  district,  Schuylkill  County,  Pa.,  Buck  Mountain 
vein. 

Glyn  Neath,  Glamorganshire,  Wales 

Wilkesbarre,  Pa 

Near  Chimbote,  Peru 


93.990 

1.114 

90.227 

1.540 

87.966 

1.863 

86.854 

.901 

85.250 

1.060 

85.185 

7.128 

84.600 

7.400 

84.575 

4.859 

84.  343 

5.192 

83.971 

3.668 

83.441 

.614 

81.  716 

6.793 

79.236 

11. 134 

78.  328 

14.250 

77.122 

1.611 

71.560 

None. 

2.910 
2.960 
1.773 


2.700 
4.401 
ID.  370 


2.633 

0.133 

3.793 

.133 

7.190 

.203 

6.694 

.137 

8.491 

.184 

11.810 

1.080 

6.778 

.439 

6.050 

.198 

9.538 

.228 

9.622 

.163 

8.637 

.254 

12.294 

.121 

8.012 

.349 

9.023 

.127 

4.576 

.240 

15.331 

.576 

7.630 

.370 

ABRANGEMENTS  FOR  SXTPPIiYING  COAL  TO  NAVAL  SHIPS  IN  FOREIGN  PORTS. 

The  Bureau  has  made  agreements  in  sixty-one  foreign  ports  to  supply  sliips  of  the  Xavy  with  coal  at  below 
current  rates.  This  method,  inaugurated  tlu-ee  3-ears  ago,  has  proved  not  only  convenient  but  economical, 
and  is  generally  adopted  for  all  large  navies  of  the  world. 


COAL  AND  WATER  BARGES. 


Extended  reference  was  made  in  the  last  annual  report  of  the  Bureau  to  the  necessity  of  providing  ample 
coal  and  water  barges  for  \ise  at  various  naval  and  coaling  stations,  in  order  to  insure  suppljang  ships  rapidly 
witli  coal  and  water.  The  first  coal  l)arge  acquired  for  naval  use  was  in  February,  1S9S;  at  present  there  are, 
built  and  building,  a  total  of  69  coal  barges  and  S  water  barges. 


100 

NAVAL  COAL  DEPOTS. 

The  Bureau  in  its  annual  report  for  1S99  fully  discussed  all  previous  efforts  of  the  Department  to  establish 
depots  for  supplyin<r  coal  to  our  ships  of  war.  By  consulting  this  report  it  will  be  seen  that  these  efforts  were 
meager  and  the  results  small. 

The  great  importance  of  the  subject  was  forcea  upon  the  attention  of  the  Department  by  the  Spanish  war. 
Since  that  event  progress  has  been  fair  and  appropriations  liberal.  The  great  need  of  deposits  of  coal  for  naval 
use  wherever  the  presence  of  ships  may  be  necessary  is  becoming  more  and  more  apparent  every  year,  and  is 
due  to  the  increase  of  the  Navy  and  the  expansion  of  the  country. 

It  may  be  expected  that  the  demand  for  naval  coal  depots  will  be  greater  in  the  future;  in  the  opinion  of  the 
Bureau  this  demand  has  only  just  begun.  It  is  impossible  at  present  to  state  definitely,  with  the  changing 
politics  of  the  world,  what  tlie  needs  of  the  future  may  be.  Our  needs  at  present,  however,  are  sufficient  to 
recpiire  the  greatest  efforts  the  Department  can  put  forth  in  thie  direction. 

An  additional  reason  for  always  liaving  large  supplies  of  coal  in  store  has  been  forced  upon  the  attention 
of  the  Bureau  during  the  past  year,  \nz:  The  interruption  in  the  flow  of  supplies  by  reason  of  strikes.  The 
fleet  narrowly  escaped  being  left  without  coal  last  summer  on  this  account.  What  has  occurred  in  the  past 
may  be  expected  to  occur  in  the  future.  Should  there  be  a  general  strike  of  bituminous  coal  miners,  or  employees 
of  railroads  carrying  coal  to  tide  water,  or  in  transportation  lines  generally,  the  ships  of  the  Navy  would  at 
present  be  helpless.  The  Bureau  knows  of  no  way  of  overcoming  this  danger  except  by  carrjang  large  stocks 
of  coal  on  hand.  It  appears  appropriate,  in  this  connection,  to  state  that  the  French  Government  carries  a  stock 
of  200,000  tons  of  coal  at  Toulon  and  the  Government  of  Great  Britain  nearly  if  not  cjuite  this  amount  at  Malta. 

The  annual  reports  of  the  Bureau  in  the  past  have  fully  set  forth  the  progress  that  has  been  made  in  estab- 
lishing depots  for  coal.  The  present  seems  to  be  an  opportune  time  to  fully  state  the  reasons  that  have  influenced 
the  Bureau  in  locating  the  depots  that  have  been  completed,  those  under  construction  and  those  projected. 

XAVAL    COAL   DEPOTS    ON    THE    ATLANTIC    AND    GULF    COASTS. 

A  chart  is  appended  showing  the  location  of  coal  depots  for  naval  purposes  on  the  coast  of  the  North  Atlantic 
Ocean  and  the  Gulf  of  ^lexico. 

Frenchman  Bay,  Maine. — This  coal  depot,  described  in  the  last  annual  report  of  the  Bureau,  has  been 
completed  in  accordance  with  the  original  contract  and  partially  stocked  with  coal.  Certain  additions  to  the 
depot  not  included  in  the  original  contract — viz,  a  concrete  covering  for  the  steel  piles  and  an  ice  breaker — 
are  in  process  of  construction.  In  February,  1902,  a  contract  was  awarded  to  the  Penn  Bridge  Company,  of 
Beaver  Falls,  Pa.,  the  lowest  bidders,  for  the  installation  of  a  complete  water-supply  system  for  the  use  of  the 
depot  and  for  supplpng  ships,  including  a  steel  standpipe  of  250,000  gallons  capacity.  With  these  additions 
and  a  number  of  lighters  also  under  construction,  the  depot  will  be  thoroughly  equipped  for  furnishing  ample 
supplies  of  coal  and  w^ater  and  handling  coal  at  the  rate  of  about  200  tons  per  hour.  The  capacity  for  storage  is 
about  10,000  tons.  This  storage  capacity  may  be  increased  with  comparatively  little  expense;  an  indefinite 
amount  can  always  be  stored  in  the  open.  In  the  opinion  of  the  Bureau,  its  capacity  should  be  increased  to 
20,000  tons. 

Frenchman  Bay  was  not  the  site  on  the  coast  of  Maine  originally  selected  by  the  Bureau.  It  was  recom- 
mended, however,  by  a  board  of  wliich  Rear-Adnural  George  E.  Belknap,  U.  S.  Navy,  retired,  was  president. 
The  board  was  convened  by  order  of  the  Department  June  7,  1898,  and  made  its  report  August  16,  1898.  A 
copy  of  this  report  will  be  found  in  Appendix  I."  The  board  recommended  that  the  depot  have  a  capacity  for 
15,000  tons. 

The  War  Department  has  signified  its  intention,  at  the  request  of  the  Navy  Department,  to  fortify  the 
entrance  to  Frenchman  Bay  forthwith. 

Naval  station,  Portsmovtii,  N.  H. — This  being  a  naval  station,  public  works  are  under  the  cognizance 
of  the  Bureau  of  Yards  and  Docks.  That  Bureau  has  made  a  contract  to  construct  a  coal-storage  plant  with 
a  capacity  of  10,000  tons.  Wliile  the  material  has  been  delivered  the  actual  work  of  construction  has  not  yet 
commenced.  It  is  greatly  needed  for  the  use  of  the  station  and  for  ships  which  visit  the  yard  for  repairs  or 
for  other  purposes. 

Owing  to  the  difficult  approach  to  the  navj'-yard,  this  depot  is  of  minor  importance  for  supplying  the 
fleet.     In  fact,  it  nuiy  be  practically  excluded  for  that  purpose. 

The  Belknap  board,  already  referred  to,  recommended  that  this  depot  be  established  and  that  its  capacity 
be  the  amoimt  provided  for. 

a  Report  for  1902. 


L| ' '  1 1 1 1 j  1 1 1 1 1 1  n  1 1 1 1  ixm 


S  Doc  ^./-5    59    1 


I 


» 


101 

Naval  station,  Boston,  Mass. — The  Bureau  of  Yards  and  Docks  has  under  contract  the  construction 
of  a  coal  depot  at  the  navy-yard  with  a  capacity  of  about  11,500  tons.  At  present  the  foundations  are  being 
prepared;  the  erection  of  the  building  and  machinery  has  not  been  commenced.  It  is  well  located  for  yard 
use  or  for  the  use  of  ships  at  the  navy-yard.  It  is  not  well  located,  however,  for  suppljnng  coal  to  the  fleet, 
owing  to  the  long  and  tortuous  channel  leading  in  from  the  sea  and  the  very  restricted  anchorage  in  its  vicinity. 
For  fleet  purposes  a  coal  depot  with  a  capacity  of  not  less  than  50,000  tons  should  be  established  in  the  lower  bay. 

The  Belknap  board  recommended  facilities  at  this  na^^'-yard  for  storing  15,000  tons  of  coal. 

Xaeragaxsett  Bay,  Rhode  Island. — Reference  is  made  to  the  last  annual  report  of  the  Bureau  for  a 
full  description  of  the  coal  depot  now  in  process  of  erection  in  Narragansett  Bay.  During  the  past  year  fairly 
satisfactory  progress  has  been  made  in  "the  construction  of  the  work.  The  contractors  have,  however,  in  com- 
mon with  other  builders,  been  somewhat  delayed  in  obtaining  the  necessary  structural  steel.  A  water-supply 
system  has  been  designed,  and  its  construction  will  be  commenced  in  the  near  future. 

This  depot,  when  completed  and  fully  equipped,  will  be  capable  of  supplpng  coal  and  water  to  ships  and 
barges  as  rapidly  as  they  can  be  taken.  The  design  contemplates  the  erection  of  bins  on  the  pier  from  which 
coal  may  be  conveyed  by  gravity  to  small  craft  and  lighters  without  the  aid  of  the  power  appliances  for  handling 
coal;  in  other  words,  without  raising  steam  on  the  power  plant.  This  process  can  also  be  carried  on  without 
interfering  with  the  supply  of  coal  to  heavy  ships. 

The  capacity  of  the  depot  now  under  construction  is  10,000  tons,  with  a  reserve  storage  of  5,000  tons; 
the  latter  is  stored  underneath  the  building,  where  it  must  be  shoveled  into  cars.  The  main  supply  can  be 
loaded  into  cars  by  gravity.  The  pier  under  construction  will  accommodate  but  one  large  ship,  although 
small  ships  may  be  loaded  or  discharged  on  the  inside  of  the  pier  and  alongside  of  the  approach. 

The  Belknap  board  recommended  the  location  of  a  coal  hulk  only  in  Narragansett  Bay.  The  site  of  this 
coal  depot  was  recommended  by  a  board,  of  which  Capt.  H.  C.  Taylor,  U.  S.  Navy,  was  senior  member.  The 
board  was  ordered  by  the  Department,  November  22,  1S99,  and  made  its  report  December  2S,  1S99.  A  copy 
will  be  found  in  Appendix  II.  ° 

The  general  design  of  the  depot  and  appliances  under  construction  was  recommended  by  a  board  of  which 
Capt.  George  H.  Converse,  U.  S.  Navy,  was  senior  member.  This  board  was  appointed  by  the  Department 
August  7,  1900,  and  made  its  report  November  17,  1900.     A  copy  will  be  found  in  Appendix  II. ° 

By  consulting  this  report  it  will  be  seen  that  the  Bureau  is  building  structures  and  appliances  for  storing 
and  handling  less  than  one-half  of  the  amount  of  coal  recommended,  and  has  omitted  numerous  other  structures 
and  appliances  deemed  desirable  by  the  board.  The  reason  for  so  doing  was  to  decrease  expenditures.  The 
Bureau  recommends,  however,  a  gradual  increase  in  the  capacity  of  the  depot.  In  its  opinion  the  pier  should 
be  extended  to  accommodate  two  battle  ships,  and  a  large  number  of  barges,  sufficient  to  coal  the  ships  of  an 
entire  squadron  at  the  same  time,  supplied.  The  storage  capacity  should  eventually  be  at  least  100,000  tons. 
A  side  track  from  the  New  York,  New  Haven  and  Hartford  Railroad  to  the  coal  pier  has  already-  been  completed. 

Naval  station.  New  London,  Conn. — The  coal  depot  at  this  station  has  been  of  much  service  to  the 
fleet  during  the  past  summer;  for  the  month  of  August  the  average  number  of  ships  receiving  coal  was  more 
than  one  a  day.  The  new  coal  pockets  have  been  found  very  useful  for  coaling  torpedo  boats  and  small  craft. 
Some  improvements  in  the  appliances  of  this  depot,  the  necessity  for  which  has  been  demonstrated  bj'  experience, 
are  contemplated  in  the  near  future.  The  capacity  of  the  depot,  without  storing  the  coal  deep  enough  to 
endanger  its  safety  from  spontaneous  combustion,  is  about  7,000  tons.  By  consvdting  Appendix  I,"  it  will  be 
seen  that  the  Belknap  board  recommended  that  this  depot  should  have  a  capacity  for  25,000  tons  of  coal. 
Its  importance  is  due  to  the  fact  that  it  is  located  just  inside  the  outer  defenses  of  New  York  City.  It  is 
primarily  intended  for  medium  and  small  .sized  ships  and -torpedo  vessels,  but  heavy  ships  may  be  coaled  at 
the  mouth  of  the  Thames  River,  with  the  aid  of  barges.  Large  ships,  however,  would  naturally  reh'  chiefly 
on  the  coal  depot  now  being  established  at  Narragansett  Bay,  if  accessible.  The  Bureau  recommends  that 
this  depot  be  increased  in  capacity  in  accordance  with  the  recommendation  of  the  Belknap  board. 

Naval  station.  New  York,  N.  Y. — It  is  much  to  be  regretted,  that  progress  in  the  construction  of  a 
coal  depot  at  the  navy-yard.  New  York,  has  been  very  slow  during  the  past  year.  The  general  design  con- 
templates a  pier  running  out  from  the  cob  dock  into  the  East  River,  upon  which  will  be  located  a  large  coal 
pocket.  Any  sized  ship  may  be  docked  either  side  of  the  pier  and  receive  coal  from  the  pocket  by  gravity. 
Coal  msij  be  distributed  throughout  the  yard  by  means  of  cars  which  will  be  run  under  the  pocket  and  loaded 
by  gravit}^.  The  pier  has  not  yet  been  completed,  although  nearly  so.  The  contract  for  the  pocket  has  been 
let,  but  work  on  it  has  not  j'et  begun.     This  pocket  onlj'  contemplates  a  capacity  of  9,000  tons. 

a  Report  for  1902. 


102 

Battle  ships  and  armored  cruisers  now  have  about  an  average  of  ]  ,500  tons  coal-carrying  capacity-  The 
new  ships  of  these  types  are  to  have  a  capacity  of  2,000  tons.  It  will  therefore  be  readily  seen  that  9,000  tons 
of  coal  will  go  only  a  short  way  toward  supplying  future  scjuadrons  that  will  rendezvous  in  New  York  Harbor. 
It  may  be  said  that  coal  dealers  can  be  relied  upon  for  this  service;  this  is  no  doubt  true,  generalh^  speaking. 
During  war  the  Government  would  probably  be  justified  in  seizing  coal  if  necessary,  and  possibty  at  such  a 
time  the  patriotism  of  the  people  would  prevent  strikes.  The  only  sure  way,  however,  is  to  keep  in  stock  a 
large  amount  of  coal.  The  average  amount  which  can  be  depended  upon  as  available  at  anj^  time  at  any 
depot  is  probably'not  more  than  one-half  its  storage  capacity. 

The  Bureau  recommends  that  the  site  of  the  old  coal-storage  sheds  at  the  New  York  yard,  which  was 
temporarily  loaned  for  other  purposes,  be  utilized  for  the  construction  of  an  additional  coal  depot.  It  also 
recommends  that  a  large  depot  somewhere  in  the  lower  bay  or  on  the  Hudson  River  be  established.  The 
Belknap  board  recommended  a  storage  of  5,000  tons  at  tliis  station. 

Naval  station,  League  Island,  Pa. — There  is  an  abundance  of  room  at  the  League  Island  Navy- Yard 
for  coal  storage.  An  appropriation  of  $50,000,  under  the  cognizance  of  the  Bureau  of  Yards  and  Docks,  is 
available  for  suppljdng  coaling  facilities.  It  is  not  enough,  however,  to  build  a  good  coaling  pier.  WTien 
the  latter  is  constructed,  the  Bureau  will  keep  in  stock  there  a  good  margin  of  coal  stored  in  the  open  if  sheds 
are  not  available.  It  is  deemed  advisable  to  erect  here  large  sheds  for  a  reserve  supply  of  coal  for  shipment 
elsewhere  by  colliers  when  required.  It  is  not  a  depot  that  will  be  usefid  for  coaling  war  ships,  on  account 
of  its  great  distance  from  the  sea. 

Wliile  Philadelphia  is  connected  by  rail  with  the  great  coal  mines  of  the  State  of  Pennsylvania,  which 
would  seem  to  insure  at  all  times  an  adequate  supply  of  coal  there  at  reasonable  rates,  yet  tliis  has  not  been 
the  case  during  the  past  year.  The  contractor  for  coal  when  called  upon  to  deliver  a  few  thousand  tons,  failed 
to  do  so  imder  the  plea  that  the  coal  covdd  not  be  obtained.  It  is  the  experience  of  the  Bureau  that  it  is 
unwise  for  the  Department  to  rely  wholly  upon  contracts  for  an  adeciuate  supply  of  coal  for  naval  purposes. 
The  Belknap  board  recommended  that  from  .3,000  to  5,000  tons  be  kept  in  store  at  this  station. 

Naval  station,  Washington,  D.  C. — A  building  with  a  capacity  for  about  3,000  tons  of  coal,  constructed 
by  the  Bureau  of  Yards  and  Docks  for  the  use  of  this  Bureau,  has  been  practically  completed. 

The  demand  for  coal  for  steaming  purposes  at  Washington  is  small,  averaging  from  2,500  to  3,000  tons 
per  year.  With  the  contemplated  improvement  in  the  navigation  of  the  Potomac  River  and  Eastern  Branch, 
no  doubt  the  demand  will  increase  in  the  near  future.  The  requirements  in  time  of  war  would  probably  be 
small,  though  considerably  larger  than  during  peace  times.  The  Belknap  board  recommended  a  storage  capacity 
of  1,000  tons,  which  is  manifestly  too  small. 

Naval  station,  Norfolk,  Ya. — There  are  no  facilities  at  the  navy-yard,  Norfolk,  for  storing  coal,  except 
a  dilapidated  wooden  shed  with  a  capacity  of  about  2,000  tons.  The  only  method  of  transportation  to  and 
from  this  shed  is  by  carts. 

In  the  opinion  of  the  Bureau,  every  nav^^-yard  should  have  facilities  for  storing  in  a  safe  and  convenient 
manner  at  least  10,000  tons  of  coal,  with  appliances  for  handling  it  rapidly  and  cheaply.  The  demand  for 
coal  for  the  various  shops  and  industrial  purposes  at  a  navj--yard,  and  for  small  craft,  such  as  tugs,  torpedo 
boats,  etc.,  is  constant.  The  latter  especially  require  elevated  coal  pockets  from  which  coal  may  be  supplied 
by  gravity.     No  improvements  have  ever  been  made  at  this  yard  for  storing  and  handling  coal. 

Although  Norfolk  is  a  tide-water  outlet  for  a  large  amount  of  coal,  it  is  at  this  date  suffering  from  a  coal 
famine,  and  many  industries  are  seriously  crippled  for  the  need  of  fuel.  The  only  possible  way  the  Department 
can  escape  calamities  of  this  nature  is  to  provide  means  for  storing  large  quantities  of  coal,  and  to  procure  it 
when  available  at  reasonable  rates. 

The  Belknap  board  recommended  that  provision  be  made  at  the  navy-yard  for  storing  5,000  tons. 

The  Bureau  believes  that  appliances  should,  in  addition,  be  provided  elsewhere  in  this  vicinity  for  storing 
50,000  tons. 

Naval  station.  Port  Royal,  S.  C. — It  is  apparent^  the  policy  of  Congress  to  abandon  the  use  of  Port 
Royal  as  a  naval  station.  In  the  opinion  of  the  Bureau,  it  is  desirable  to  retain  the  site  of  the  station  for  a 
naval  coal  depot.  The  magnificent  waters  of  Port  Royal  Sound  are  well  defended,  and  will  always  be  a  place 
of  rendezvous  for  naval  ships.  It  offers  superior  facilities  for  the  location  of  a  coal  depot  to  Charleston,  S.  C, 
for  the  reason  that  the  entrance  to  the  latter  point  is,  and  must  continue  to  be,  through  an  under  water  canal. 

There  is  a  fine  modern  steel  pier  at  the  Port  Royal  Naval  Station,  and  with  the  expenditure  of  a  very 
moderate  amount  of  money  the  buildings  now  there  may  be  converted  into  excellent  coal-storage  houses  with 
the  necessary  means  for  convejdng  coal  to  and  from  the  pier.  Funds  have  been  approi)riated  for  this  purpose, 
but  are  held  in  reserve  by  the  Bureau  of  Yards  and  Docks.  The  Bureau  recommends  that  they  be  expended 
as  originallv  intended. 


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103 

The  Belknap  board,  see  Appendix  I  "  for  report,  recommended  that  a  depot  with  a  capacity  of  15,000 
tons  be  estabUshed  at  Port  Royal. 

In  addition,  the  establishment  of  a  naval  coal  depot  at  Port  Royal  was  recommended  by  a  board  of  which 
Capt.  John  J.  Hunker,  U.  S.  Navy,  was  senior  member.  The  board  was  convened  by  order  of  the  Department, 
April  13,  1901,  and  sent  in  its  report  on  April  28,  1901.     A  copy  will  be  found  in  Appendix  III." 

Naval  station.  Key  West  and  Dry  Tortugas,  Fla. — The  coal  depot  at  Key  West  has  been  fully 
described  in  previous  reports.  It  has  been  exceedingly  useful  during  the  past  year.  The  Bureau  not  only 
supplies  coal  to  the  other  bureaus  of  the  Department,  but  to  the  Revenue-Cutter  Ser^^ce,  Light-House  Service, 
Coast  and  Geodetic  Survey,  and  Fish  Commission  from  this  depot.  When  storing  coal  at  a  safe  depth  only, 
the  capacity  of  the  depot  is  about  15,000  tons.  The  design  of  the  appliances  and  storehouses  at  Key  West 
was  hurriedly  made  under  the  pressure  of  threatened  war.  One  of  the  coal  piers  has  been  in  use  for  a  long 
period  and  is  somewhat  dilapidated.  There  are  numerous  changes  in  the  depot  necessary  in  order  to  bring 
it  up  to  date,  which  can  be  made  at  a  moderate  cost.  It  is  considered  desirable  that  a  depot  so  much  used 
as  the  one  at  Key  West  should  be  maintained  in  the  most  efficient  condition. 

Reference  is  made  to  preceding  annual  reports  of  the  Bureau  for  a  complete  account  of  the  establishment 
of  a  coal  depot  of  about  12,000  tons  capacity  at  Dry  Tortugas,  especially  for  the  use  of  deep-draft  ships  that 
can  not  approach  nearer  than  6  miles  to  Key  West,  or  obtain  a  sheltered  anchorage  in  that  vicinity.  The 
Bureau  is  pleased  to  report  that  the  work  on  tliis  coal  depot,  the  construction  of  wliich  is  imder  the  cognizance  of 
the  Bureau  of  Yards  and  Docks,  is  nearing  completion,  contracts  finally  having  been  made  with  apparently 
reliable  companies  to  finish  the  work  at  once.     Its  completion  has  been  due  since  September,  1898. 

It  should  be  understood  that  the  two  depots.  Key  West  and  Tortugas,  are  each  enhanced  in  value  by  the 
existence  of  the  other.  Dr\^  Tortugas,  forming  a  salient  extending  into  the  Gulf  of  ilexico  to  the  westward, 
is  60  miles  from  Key  West;  the  two  places  are  connected  by  a  submarine  cable.  Tortugas  affords  a  safe  and 
commodious  anchorage  for  a  large  fleet.  It  occupies  a  most  important  strategic  position  in  close  proximity 
to  the  Florida  Channel,  the  old  Bahama  Channel,  the  Yucatan  Channel,  and  the  entrance  to  the  Gulf  of  Mexico. 
While  the  War  Department  has  transferred  Fort  Jeft'erson  at  Dry  Tortugas  to  the  Na^-y'  Department  for  a  coal 
depot  and  removed  therefrom  all  cannon  and  other  war  munitions,  it  has  agreed,  on  request  from  the  Navy 
Department,  to  install  at  Fort  Jefferson  a  modern  armament  suitable  for  the  defense  of  a  coal  depot. 

As  there  exists  a  difference  of  opinion  as  to  the  value  of  Dry  Tortugas  for  war  purposes  the  Bureau  refers, 
in  Appendix  IV,  to  the  numerous  authorities  advocating  its  use  as  a  naval  and  military  base. 

Naval  station,  Pensacola,  Fla. — Reference  is  made  to  former  annual  reports  for  statements  concern- 
ing the  accommodations  for  storuig  coal  at  the  nav>--yard,  Warrington,  Fla.  They  are  still  in  a  crude  condi- 
tion, with  shoal  water  at  the  coal  pier  and  inefficient  means  for  rapidly  handling  coal.  The  Bureau  has  recently 
improved  these  conditions  by  constructing  a  bin  for  open-air  storage  near  a  deep-water  pier.  As  Pensacola 
Bay  is  a  favorite  resort  for  ships  of  war  of  moderate  draft  for  winter  exercises,  the  demand  for  coal  here  is  con- 
siderable.    It  is  also  an  excellent  site  for  storing  a  reserve  supph'  for  the  Gulf. 

Naval  station.  New  Orleans,  La. — No  progress  has  been  made  during  the  past  year  in  establishing 
a  naval  coal  depot  at  this  station.  An  appropriation  for  the  purpose,  under  the  cognizance  of  the  Bureau 
of  Yards  and  Docks,  has  already  been  made. 

NAVAL    coal   depots    ON    THE    PACIFIC    COAST 

A  chart  is  appended  showing  the  location  of  proposed  coal  depots  for  naval  purposes  on  the  Pacific  coast. 

Dutch  Harbor,  Amaknak  Island,  Alaska. — ^Since  the  last  annual  report  of  the  Bureau  a  considerable 
tract  of  land,  600  feet  deep  from  north  to  south  and  extending  entirely  across  the  island  from  the  harbor  to 
the  sea,  containing  about  20  acres,  has  been  formally  transferred  from  the  Treasury'  Department  to  the  Navy 
Department,  by  Executive  order  dated  June  10,  1902,  for  use  as  a  naval  coal  depot.  The  site  is  an  admirable 
one  in  everj'  respect  for  the  purpose  intended.  There  is  an  abundance  of  fresh  water  easily  accessible,  the 
water  is  deep,  and  the  shore  bold. 

Preliminary  plans  for  a  wharf  and  coal  depot,  with  a.  capacit}-  of  about  5,000  tons,  have  been  prepared. 

Sitka,  Alaska. — The  contract  for  a  coal  depot  at  this  port,  referred  to  in  the  last  annual  report  of  the 
Bureau,  has  been  completed.  The  plant  consists  of  a  house  with  a  capacity'  of  2,500  tons,  a  Hunt  elevator, 
and  an  automatic  shuttle  cable  railway.  The  present  wharf  was  built  before  the  coal  depot  was  established 
and  is  unsatisfactory,  being  large  enough  to  accommodate  barges  only. 

Capt.  J.  H.  Pendleton,  U.  S.  Marine  Corps,  in  command  of  the  marine  guard  at  Sitka,  had  charge  of  the 
construction  work  of  the  new  depot  and  performed  this  duty  in  a  manner  highly  satisfactory  to  the  Bureau. 

In  the  opinion  of  the  Bureau  the  capacity  of  this  station  should  be  increased  eventually  to  10,000  tons. 
Owing  to  chmatic  conditions  all  coal  must  be  stored  under  cover  for  its  preservation.     The  Bureau  supphes 

a  Report  for  1902. 


104 

coal  to  other  departments  of  the  Government  at  this  station.  The  wharf  should  be  increased  in  size  sufficiently 
to  accommodate  ships  alongside.  Plans  have  been  prepared  for  doubling  the  present  capacity,  making  it  5,000 
tons,  also  for  enlarging  the  present  wharf. 

The  correspondence  on  the  subject  of  establishing  coal  depots  in  Alaska  will  be  found  in  AppendLx  V. 
The  arguments  of  the  Bureau  in  favor  of  establishing  naval  coal  depots  in  Alaska  have  been  prepared  with 
considerable  care,  and  your  attention  to  them  is  respectfully  solicited.  They  are  intended  to  deal  with  the 
subject  not  only  from  a  military  but  from  a  commercial  point  of  view. 

Alaska  produced,  during  the  past  summer,  more  than  $20,000,000  of  gold;  her  commerce  is  increasing 
with  great  strides;  her  fisheries,  timber,  and  minerals  are  of  immense  value;  yet  she  has  not  a  single  cannon 
mounted  for  defensive  purposes,  nor  other  warlike  stores  within  her  borders. 

The  War  Department,  however,  has  signified  its  intention  of  fortifying  Sitka  and  Dutch  Harbor,  and  coal 
depots  for  these  harbors  have  been  recommended  by  many  officers  who  are  familiar  with  Alaskan  waters. 

Naval  station,  Puget  Sound,  Washington. — The  Bureau  in  its  last  annual  report  stated  the  neces- 
sities of  this  naval  station  in  the  waj'  of  coal  storage.  It  desires  to  repeat  and  emphasize  this  statement.  It 
is  gratifying  to  report  that  work  is  now  in  progress,  under  the  cognizance  of  the  Bureau  of  Yards  and  Docks, 
on  a  coal-storage  plant  located  at  the  navy-yard  with  a  maximum  capacity'  of  20,000  tons  of  coal.  The  Bureau 
has  frequently  called  attention  to  the  fact  that  there  is  no  good  coal  obtainable  on  the  Pacific  coast,  and  that 
it  is  necessary  to  transport  it  about  15,000  miles  by  water.  Under  these  circun^stances,  it  will  be  readily  under- 
stood that  if  the  country  is  to  be  reasonably  well  prepared  for  emergencies  a  large  storage  of  the  best  quality 
of  coal  must  be  constantly  on  hand,  not  only  at  Puget  Sound,  but  elsewhere  on  the  Pacific  coast. 

Naval  station.  Mare  Island,  Cal. — The  coal  sheds  at  the  Mare  Island  Navy- Yard,  originally  designed 
for  a  capacity  of  about  7,500  tons,  have  been  completed  during  the  past  j^ear.  Foundations  have  been  pre- 
pared for  an  additional  storage,  which  will  make  the  total  capacity  about  20,000  tons.  It  is  hoped  that  the 
facilities  at  Mare  Island  may  be  gradually  increased  so  that  25,000  tons  of  coal  can  be  stored  under  cover.  At 
present  there  is  one  Brown  conveyor  for  handling  coal;  it  is  necessary  that  another  should  be  installed.  An 
appropriation  is  available  for  this  purpose. 

San  Francisco  Bay,  California. — A  full  account  of  the  eft'orts  of  tliis  Bureau  to  establish  an  adequate 
naval  coal  depot  in  San  Francisco  Bay  will  be  found  in  its  annual  reports  for  the  past  three  years.  There 
has  been  no  change  in  the  status  of  Mission  Rock  since  the  Bureau's  last  annual  report,  the  question  of  title 
thereto  having  been  in  the  supreme  court  without  action  in  the  meantime.  The  Bureau  has  prepared  pre- 
liminary plans  for  a  coal  depot  on  Mission  Rock  and  is  ready  to  push  the  work  as  soon  as  the  cjuestion  of  title 
is  settled. 

It  is  much  to  be  regretted  that  a  place  so  important  as  San  Francisco  Baj'  can  not  be  provided  with  a 
large  stock  of  coal  for  naval  purposes  without  delay.  At  present,  oil  is  very  largely  used  for  fuel  on  this  coast; 
this  and  a  poor  qualitj'  of  coal  are  the  only  fuels  found  west  of  the  Rocky  Mountains.  Most  of  the  fuel  used 
for  industrial  purposes,  previous  to  the  advent  of  oil,  outside  of  that  mined  on  the  Pacific  coast,  has  been 
brought  from  Australia  and  New  Zealand.  Wliile  better  than  Pacific  coast  coal,  it  is  not  sufficiently  good 
for  ships  of  war.  Onlj^  the  best  coal  mined  on  the  Atlantic  coast  and  Welsh  coal  are  suitable  for  naval  pur- 
poses in  the  Pacific.  It  is  therefore  self-evident  that  a  large  storage  capacity  is  necessary  in  this  bay  in  order 
that  the  Navy  may  be  assured  at  all  times  of  an  adequate  supplj^. 

Mission  Rock  was  recommended  as  a  site  for  a  large  naval  coal  depot  by  a  board  of  which  Capt.  Louis 
Keinpff,  U.  S.  Navj-,  was  president.  The  board  was  convened  by  order  of  the  Department  June  16,  1898, 
and  sent  in  its  report  on  Jul}"  13,  1898.     A  copy  will  be  found  in  Appendix  VI. " 

San  Diego,  Cal. — Reference  is  made  to  the  last  annual  report  of  the  Bureau  for  a  statement  concerning 
the  advisability  of  locating  a  naval  coal  depot  in  this  harbor.  Also  an  account  of  the  transfer  of  land  from 
the  War  Department  to  the  Na\'3"  Department  by  Executive  order  for  this  purpose.  Recently  the  Bureau 
discovered  that  Congress  had,  in  the  sundry  civil  bill,  transferred  63  acres  of  the  most  valuable  portion  of  this 
same  land  to  the  Treasurj-  Department  as  a  site  for  a  marine  hospital.  This  matter  is  at  present  being  con- 
sidered by  the  two  Departments. 

The  Bureau  in  the  meantime  has  prepared  complete  plans  and  specifications  for  a  naval  coal  depot  at 
this  port.  The  plans  contemplate  a  pier  of  steel  construction,  with  cylindrical  concrete  supports,  carrying 
an  elevated  pocket  with  a  capacity  of  about  3,000  tons;  two  loading  towers;  a  pier  approach  similar  to  the 
main  pier  in  construction,  carrj'ing  a  steel  trestle;  and  a  storage  and  handling  plant  on  shore  with  a  maximum 
capacity  of  25,000  tons. 

The  construction  of  a  coal  depot  at  this  port  has  been  contemplated  by  the  Department  for  some  time. 
On  June  19,  1902,  the  Bureau  requested  authority  to  advertise  for  bids  for  a  coal-storage  jilant  in  accordance  with 
the  designs  above  mentioned.     Copies  of  the  correspondence  on  the  subject  will  be  found  in  Appendix  V." 

a  Report  of  1902. 


S  Doc  SIS    59    1 


105 

IXSULAR    NAVAL    COAL   DEPOTS. 

A  chart  is  appended  showing  the  location  of  naval  coal  depots,  completed,  building,  or  proposed,  on  the 
insular  possessions  of  the  United  States. 

Naval  station,  San  Juan,  P.  R. — This  continues  to  be  a  ven"  useful  coal  depot  and  supplies  coal  and 
water  to  a  large  number  of  ships  of  the  Navy,  particularlj-  during  the  winter  months.  The  storage  of  coal 
in  the  past  has  been  circumscribed,  owing  to  the  small  space  available  for  the  purpose.  Recently,  hj  Execu- 
tive order,  the  area  of  the  naval  station  has  been  much  enlarged,  and  the  Bureau  has,  therefore,  been  enabled 
to  increase  the  amount  of  coal  in  stock.  All  coal  is  stored  in  the  open  without  cover.  A  small  wooden  pier 
affords  means  of  coaling  one  ship  at  a  time;  the  coal  is  transported  in  baskets,  and,  owing  to  the  large  popu- 
lation available  for  such  work,  ships  are  coaled  very  rapidly.  The  accommodations  for  water  supply  should 
be  improved.  The  Bureau  supplies  coal  to  all  other  bureaus  of  the  Department  at  tliis  station  and  to  the  War 
Department. 

There  are  two  completed  coal  Ughters  for  use  at  tliis  depot,  and  two  more  are  under  construction.  This 
will  enable  more  than  one  sliip  to  be  coaled  at  the  same  time. 

It  should  be  borne  in  mind  that  San  Juan  can  only  be  used  by  ships  of  small  and  medium  size,  large  ships 
being  prevented  from  entering  the  harbor  bj-  reason  of  shoal  water.  It  is  therefore  much  to  be  regretted  that 
the  United  States  possesses  no  other  coal  depot  in  the  West  Indies. 

Naval  station,  Hawaii,  H.  T. — The  coal  depot  at  Honolulu  has  been  fully  described  in  the  former  annual 
reports  of  the  Bureau.  It  has  recently  been  much  improved  by  grading  the  grounds,  planting  shade  trees, 
etc.  The  artesian  well  affords  an  abundance  of  water  for  irrigating  purposes.  The  storage  capacity  has  been 
increased  to  .30,000  tons.  The  piers  are  much  used  by  army  transports  and  merchant  ships.  As  it  will  be 
some  j-ears  before  a  naval  station  is  established  in  Pearl  Harbor,  the  depot  at  Honolulu  should  be  kept  in  good 
condition.     The  land,  buildings,  slips,  and  piers  are  now  very  valuable. 

The  Bureau  has  supplied  large  amounts  of  coal  in  the  past  from  tlois  depot  to  army  transports,  and  also 
to  other  departments  of  the  government.  On  the  occasion  of  a  coal  famine  at  Honolulu  several  mail  steamers 
were  supplied  with  coal  that  would  otherwise  have  been  obliged  to  lay  up;  also  sugar  plantations  where  the 
cane  crop  would  otherwise  have  been  ruined. 

The  value  of  this  coal  depot  will  soon  be  much  enhanced  by  cable  connection  with  the  Pacific  coast. 

The  Bureau  has  reason  to  believe  that  the  great  utility  of  Honolulu  as  a  coal  depot  during  the  Spanish 
war  largely  influenced  Congress  in  its  decision  to  annex  the  Hawaiian  Islands. 

Naval  station,  Tutuila,  Samoa. — A  steel  coal  shed  of  5,000  tons  capacity  and  a  steel  pier,  both  of 
modern  construction  and  excellent  design,  which  have  been  under  construction  at  this  naval  station  during 
the  past  three  years,  and  referred  to  in  the  annual  reports  of  the  Bureau,  have  been  completed,  and  the  depot 
is  now  stocked  with  coal. 

As  Tutuila  has  advanced  from  a  naval  coal  depot  to  a  naval  station,  public  works  there  are  now  under  the 
cognizance  of  the  Bureau  of  Yards  and  Docks.  That  Bureau  has  an  appropriation  for  extending  the  capacity 
of  the  coal  depot  and  has  already  secured  land  lor  the  purpose.  The  extension  will  include  better  appliances 
for  handling  coal  rapidl}^  than  now  exist.  In  the  opinion  of  the  Bureau  the  capacity  of  this  depot  should  not 
be  less  than  2.5,000  tons. 

The  port  of  Pago  Pago,  where  the  above-mentioned  naval  station  is  located,  is  the  most  valuable  in  the 
South  Pacific  Ocean,  and  should  be  fortified.  It  is  already  a  port  of  call  for  the  line  of  steamers  between 
Australia  and  San  Francisco,  and  is  rapidly  increasing  in  importance. 

It  should  be  borne  in  mind  that  the  authority  of  the  Department  for  establishing  a  naval  coal  depot  at 
this  port  is  the  act  of  Congress  approved  March  2,  18S9,  as  follows: 

For  the  purpose  of  permanently  establishing  a  station  for  coal  and  other  supplies  for  the  naval  and  commercial  marine  of  the  United  States, 
on  the  shores  of  the  bay  of  harbor  of  San  Pago  Pago,  on  the  island  of  Tutuila,  Samoa,  for  the  erection  of  the  necessary  buildings  and 
structures  thereon  and  for  sucli  other  purposes  as  may,  in  the  judgment  of  the  President,  be  necessary  to  confirm  the  rights  of  the  United  States 
under  article  second  of  the  treaty  of  eighteen  hundred  and  seventy-eight,  between  the  United  States  and  the  King  of  the  Samoan  Islands,  and  the 
deed  of  transfer  made  in  accordance  therewith,  the  sum  of  $100,000. 

The  establishment  of  a  coal  depot  at  the  island  of  Tutuila  was  further  approved  bj^  the  Department  and 
the  naval  war  board  during  the  Spanish  war. 

Naval  station,  Guam. — Since  the  acquisition  of  the  island  of  Guam  at  the  conclusion  of  the  Spanish  war 
the  Bureau  has  set  forth  in  its  annual  reports  in  detail  the  great  value  of  the  island  as  a  port  of  call  for  coal 
and  other  supplies  for  ships  en  route  between  the  Pacific  coast  and  the  Philippine  Islands.  In  the  last  annual 
report  of  the  Bureau  reference  was  made  to  a  commission  which,  under  a  law  of  Congress,  visited  this  island 
and,  after  a  most  careful  and  detailed  survey,  made  recommendations  and  estimates  for  the  improvement  of 


106 

the  nort  of  Sail  Louis  d'Apra,  the  harbor  of  Guam,  both  for  naval  and  commercial  purposes.  The  report  of  this 
mixed  commission,  composed  of  nav^'  and  army  officers,  was  published  and  copies  supplied  to  the  naval  and 
commerce  committees  of  congress.  An  appropriation  of  $150,000  for  the  improvement  of  this  harbor  passed 
the  Senate,  first,  in  the  river  and  harbor  bill,  and,  second,  upon  the  nonconcurrence  of  the  House,  in  the  naval 
bill;  as  the  House  nonconcurred  in  the  latter  the  result  was  nil.  It  is  evident  that  much  interest  is  taken  in 
this  port  by  the  upper  House  of  Congress,  and  it  is  only  a  matter  of  time  when  appropriations  will  be  granted 
for  its  improvement. 

The  sum  of  $40,000,  asked  for  by  this  Bureau  for  the  acciuisition  of  land,  was  granted  by  Congress.  On 
August  9,  1902,  the  Bureau  requested  your  authority  to  purchase  the  land  desired  and  to  commence  work 
on  the  construction  of  a  naval  coal  depot.  To  this  end  it  is  first  desired  to  dredge  a  channel  into  a  natural 
basin  in  order  to  secure  the  necessary  protection  from  violent  storms. 

All  coal  used  at  this  station,  for  whatsoever  purpose,  is  supplied  by  tliis  Bureau.  In  the  opinion  of  the 
Bureau  a  storage  capacity  of  25,000  tons  should  eventually  be  secured  with  adecjuate  means  for  handling  rapidly. 
With  the  completion  of  a  transisthmian  canal  this  will  undoubtedh"  become  an  important  mercantile  port  of  call. 

The  retention  of  Guam  as  an  American  possession  after  its  capture,  as  provided  for  in  the  peace  protocol 
at  the  close  of  the  Spanish  war,  was  for  the  express  purpose  of  establishing  a  naval  coal  depot. 

Naval  station,  C.wite,  P.  I. — Considerable  space  has  been  devoted  in  former  reports  of  the  Bureau  to 
the  question  of  supplying  and  storing  an  adequate  .supply  of  coal  for  the  Asiatic  Squadron  in  the  Philippine 
Islands.     The  situation  at  present  is,  briefly,  as  follows: 

A  contract  has  been  awarded  during  the  past  year  to  the  Atlantic,  Gulf  and  Pacific  Company,  of  New 
York  and  San  Francisco,  for  the  erection  of  a  modern  substantial  coal  depot  at  Sanglej-  Point,  near  the  Cavite 
Naval  Station. 

In  general  terms  this  contract  provides  for  the  construction  of  the  following: 

A  steel  coaling  pier,  with  cylindrical  cast-iron  supports,  filled  with  concrete,  which  in  turn  are  supported 
on  wooden  piles,  408  feet  long  and  75  feet  wide. 

An  elevated  steel  coal  pocket  of  a  capacity  of  about  3,000  tons,  located  on  the  pier,  so  arranged  that  coal 
maj'  be  discharged  by  gravity  into  ships  and  lighters  with  great  rapidity. 

Two  coal  sheds  of  steel  and  concrete  construction,  each  192  by  144  feet.  These  sheds  will  be  constructed 
with  overhead  automatic  railway  tracks  in  monitors  for  filling  purposes,  and  with  elevated  concrete  floors, 
through  which  coal  will  be  discharged  into  cars  by  means  of  numerous  valves  for  supplying  ships  and  lighters. 

Handling  machinery,  consisting  of  two  steel  discharging  and  loading  towers,  operated  by  steam  and  running 
on  tracks  along  the  pier,  and  12  automatic  railways  for  filling  the  sheds.  In  addition,  34  surface  tracks  for  use 
in  transporting  coal  from  the  sheds  to  the  pocket  on  the  pier  or  to  ships  and  lighters. 

A  pumping  plant  with  elevated  tanks,  for  fire  purposes. 

A  straight  channel,  500  feet  wide  on  the  bottom  and  of  a  uniform  depth  of  20  feet  at  low  water,  to  be  dredged 
from  deep  water  to  e.  point  100  feet  beyond  the  coal  pier. 

The  contract  provides  that  the  depot  shall  be  completed  by  August,  1903.  It  will  have  a  capacity  for 
storing  under  cover  about  30,000  tons  of  coal.  It  is  intended  to  provide  for  storing  a  large  additional  amount 
in  the  open. 

In  addition  to  the  naval  coal  depot  at  Cavite,  Manila  Bay,  the  following  subdepots  have  been  estabhshed 
in  the  archipelago : 


Polloc,  Mindanao. 
Port  Isabela,  Basilan. 
Port  Cebu,  Cebu. 
Iloilo,  Panay. 


Olongapo.  Luzon. 

Sual,  Luzon. 

Port  Salomague,  Luzon. 


The  first  four  are  of  considerable  importance  and  are  being  greatl}^  improved.  All  are  supplied  with  coal 
from  Manila  by  the  fleet  colliers.  Additional  subdepots,  particularly  on  the  east  side  of  the  archipelago  and 
near  the  Straits  of  San  Bernardino,  will  probably  be  required  in  the  near  future. 

The  Bureau  supplies  all  of  the  coal  used  by  other  bureaus  at  the  naval  station,  Cavite. 

Reference  is  made  to  Appendix  VII"  for  interesting  reports  in  connection  with  the  establishment  of  a  naval 
coal  depot  at  Manila. 

FOREIGN    NAVAL    COAL    DEPOTS. 

The  establishment  of  naval  coal  depots  in  foreign  waters  involves  diplomatic  considerations  of  the  highest 
order,  and,  manifestly,  should  not  be  discussed  in  a  report  of  a  public  character. 

a  Report  of  1902. 


COA_L. 

EQUIPMENT  EXPENSES  ABROx\D, 

1  0O3. 

[Extract  from  report  of  ihe  Chief  of  the  Bureau  of  Equipment  to  the  Secretary'  of  the  Navj',  1903,  pages  55-67.] 


EQUIPMENT  EXPENSES  ABROAD. 


There  was  expended  during  the  fiscal  year,  under  the  direction  of  commanders  in  chief  of  fleets  and  com- 
manders of  ships,  the  sum  of  about  $310,000  for  supphes  and  services  for  ecjuipment  purposes,  not  inchiding 
the  amount  expended  for  coal. 

COAL. 

A  total  of  487,036  tons  of  coal,  costing  82,435,168.37,  an  average  of  -So  per  ton,  was  purchased  during  the 
fiscal  year. 

The  following  table  indicates  the  amount  of  coal  purchased  for  steaming  purposes  since  1S92  and  the  cost 
thereof: 


1 
Fiscal  year  ending  June  30—              |  Quantity. 

Total  cost. 

Average 

cost  per 

ton. 

Fiscal  year  ending  June  30—               Quantity. 

Total  cost. 

Average 

cost  per 

ton. 

1892 

Tons. 

1          73,467 

67,054 

94,336 

98.615 

116.903 

138,318 

$550,451.35 
449.065.'27 
640.355  96 
527,590.25 
620, 131.  38 
655,921.72 

$7.49 
6.69 
6.78 
5.35 
5.30 
4.75 

1898 

Tons. 

$2,122,003.23 
1,679.510.55 
1,572,652.97 
2,273.111.81 
2,220,211.09 
2,435,168.37 

1893 

1894 

1895 

1890 

1897 

1899 

1900 

1901 

1902 

1903 

281,169 

228,395 

324.108 

382.040 

487.036 

5.97 
0.88 
7.01 
5.81 
5.00 

DOMESTIC    COAL. 


Of  the  total  amount  purchased,  viz,  487,036  tons,  385,017  tons,  costing,  with  the  transportation  thereof, 
the  sum  of  .11,731,064.69,  at  an  average  of  $4.50  per  ton,  were  purchased  within  the  limits  of  the  United  States. 

The  following  table  indicates  the  amount  of  coal  purchased  within  the  United  States  for  steaming  purposes 
since  1892,  and  the  cost  thereof: 


Fiscal  year  ending  June  30— 

Quantity.  ,     Total  cost. 

1 

-\verage 

cost  per  j 

ton.     1 

Fiscal  year  ending  June  30 —             '  Quantity. 

1 

Total  cost. 

Average 

cost  per 

ton. 

1892 

Tons.      1 
38,450           $221,918.66 

$5.77 
4.45 
4.22 
3.59 
3.57 
3.41 

Tons. 

$1,520,119.75 
1,238,355.40 
834,527.34 
1.379,433.51 
1,543.869.35 
1.731.064.69 

1893 

33,257 
42,190 
50,630 
55,162 
82,051 

147,999.04 
178, 163.  58 
181,985.89 
196. 795.  40 
280.091.09 

1899.                                                                     1        195,216 

1894. 

1900 141,921 

1901 219, 042 

1902 293,438 

1903 385,017 

1 

1895 

1896. 

1897 

FOREIGN    COAL. 


The  balance  of  the  487,036  tons,  viz,  102,019  tons,  were  purchased  by  paymasters  of  ships,  mostly  abroad, 
costing  the  sum  of  $704,003,  at  an  average  of  $6.90  per  ton. 

The  following  table  indicates  the  amount  of  coal  purchased  by  ships  for  steaming  purposes  since  1892, 
with  the  cost  thereof: 


Fiscal  year  ending  June  30 —                Quantity. 

1 

Total  cost. 

Average 

cost  per 

ton. 

Fiscal  year  ending  June  30— 

Quantity. 

Total  cost. 

Average 

cost  per 

ton. 

1892 

Tons. 

35,017 

33.797 

$298,948.55 
301,066.23 
462, 192.  38 
336, 183.  47 
423,335.98 
375.840.63 

$8.53 
8.91 
8  86 
7.00 
6.85 
6.68 

1898 

Tons. 

74,111 
85,953 
86,476 

105,066 
88.602 

102,019 

$601,885.53 
441,155.15 
738,125.63 
893, 677. 81 
676,341.74 
704,003.68 

$8.12 

1893 

1899                                       

5.13 

1894 

1900 

1901 

1902 

1903 

8.53J 

1895 

1896 

1897 

1           47.985 

1           61,741 

8.50 
7.03 
6.90 

1 

The  amount  of  coal  used  during  the  fiscal  year  was  27  per  cent  greater  than  during  the  preceding  _year. 

The  cost  of  coal  during  the  fiscal  year  was  81  cents,  or  16  per  cent  less  per  ton  than  during  the  preceding 
year. 

The  average  cost  of  coal  purchased  in  the  United  States  during  the  fiscal  year  was  76  cents  per  ton  less 
than  during  the  preceding  year. 

109 


110 


Tho  average  cost  of  coal  purchased  by  sliips  (luring  the  fiscal  year  was  73  cents  less  per  ton  than  during 
the  preceding  year. 

While  the  total  amount  of  coal  purchased  for  the  NavA'  during  the  fiscal  year  was  27  per  cent  greater  than 
during  the  preceding  year,  the  amount  of  foreign  coal  was  21  per  cent  as  compared  with  23  per  cent  the  year 
before,  and  the  amount  of  domestic  coal  correspondingly  increased. 

The  following  table  indicates  the  price  of  the  best  Welsh  coal  f.  o.  b.  at  Cardiff,  Wales,  from  Ma}',  1899, 
to  date: 

Prices  of  best  Cardiff  coal  at  Cardiff,  Wales. 


Date.         '  Price  per  ton. 

1899. 

May J3. 12toJ3.24 

June 3.12 

July I  3.12        3.18 

August I  3.12        3.24 

September 3.12        3.24 

October i  3.18        3.36 

November |  3.30        3.42 

December 4.80        5.04 


Date. 


Price  per  ton. 


1900. 
January... 
February . , 
March ..".., 

April 

May 

June 

July 

August 

September, 
October... 
November. 
December. 


$6. 48  to 
5.76 
5.40 
5.04 
5.28 
5.28 
5.28 
5.76 
6.48 
6.12 
4.92 
4.44 


$7.20 
6.00 
5.76 
5.52 
5.64 
5.52 
5.52 
6.00 
6.96 


Date. 


1901. 
January. . 
February. 

March 

April 

May 


Price  per  ton.   I  Date. 


$4. 80  to 
4.44 
4.32 
4.20 
5.04 
4.56 
6.04 


$5.04 
4.56 
4.44 
4.32 
5.28 


July 

August '  6.04 

September 4.80 

October I  4.32 

November ]  4.08 

December 4.20 


Price  per  ton. 


February . 

March 

April 


June 

July 

August 

September. 

October 

Novemljer. 
December.. 


3.78 
3.60 
3.66 
3.96 
3.90 
4.08 
3.84 
3.96 
4.32 
3.90 
3.72 


Date. 


Price  per  ton. 


1903. 
January . . . 
February . . 
March ..... 

.\pril 

May 

June 

July 

August 

September. 


3.42 
3.42 
3.66 
3.78 
3.78 
3.90 


3.48 
3.48 
.3.72 
3.90 
3.84 
3.96 
3.90 


CONSUMPTION    OF    COAL. 

Of  the  total  amount  of  coal  used  in  ships  of  the  Navy,  viz,  346,587  tons,  30,116  tons  were  consumed  on 
board  of  colliers,  torpedo  boats,  tugs,  etc.,  from  which  no  reports  are  made  of  the  specific  object  of  expenditure. 

Of  the  balance,  54  per  cent  was  consumed  for  steaming  purposes;  43  per  cent  for  distilling,  pumping,  heating 
ventilating,  and  lighting;  2  per  cent  for  cooking  purposes,  and  1  per  cent  for  steam  launches. 

Notwithstanding  the  great  scarcity  of  bituminous  coal  in  the  United  States  during  the  past  fiscal  j'ear, 
frequently  delaying  the  departure  of  trans-Atlantic  mail  steamers  and  otherwise  paralyzing  the  business  of  the 
country,  and  the  verj^  great  increase  in  cost,  the  Bureau  was  able  to  supply  all  the  coal  required  by  the  fleet 
without  exceeding  the  regular  appropriation  for  this  purpose,  and  at  an  average  price  per  ton  less  than  that  of 
any  year  since  1898. 

The  Bureau  also  supplied,  in  numerous  instances,  other  Bureaus  of  the  Department  at  various  naval  stations, 
notably  at  the  Naval  Gun  Factory,  navy-yard,  Washington,  D.  C.  In  several  instances  the  shops  at  naval 
stations  would  have  been  obliged  to  cease  work  had  it  not  been  for  equipment  coal.  The  naval  maneuvers  in 
the  West  Indies  proceeded  as  outlined  and  in  no  instance,  so  far  as  known,  was  the  Department  obliged  to 
change  its  programme  for  want  of  coal. 

The  Bureau  was  greatly  indebted  during  this  emergencj-  to  ilessrs.  Castner,  Curran  &  Bullitt,  of  Phila- 
delphia, Pa.,  general  agents  for  the  sale  of  Pocahontas  coal,  and  to  the  Consolidation  Coal  Company,  of  Balti- 
more, Md.,  miners  of  Georges  Creek  coal.  Both  of  these  firms  continued  to  supply  to  the  Navy  a  large  percen- 
age  of  their  output  of  coal  at  the  regular  price  named  to  the  Bureau  April  1,  1902,  for  the  following  year,  viz, 
about  $2.50  per  ton  f.  o.  b.  at  the  tide-water  outlets  of  their  mines.  These  firms  steadfastly  adhered  to  their 
agreement  with  the  Bureau,  although  constantly  importuned  for  coal  bj'  powerful  industrial  companies.  They 
were  frequently  threatened  with  legal  proceedings  and  in  some  instances  actually  sued  for  damages.  The 
ruling  prices  for  coal  were  at  this  time  three  and  four  times  the  sum  which  they  received  from  the  Government. 

The  interests  of  these  firms  in  the  future  are  commended  to  your  consideration. 

The  Bureau  would  not  have  been  able  to  achieve  the  above-mentioned  results  had  it  not  carried  a  large 
amount  of  coal  in  stock.  There  were  60,000  tons  in  store  at  Manila  alone;  this  was  reduced  one-half  before 
additional  supplies  could  be  sent  there.  Other'  coal  depots  were  largely  depleted,  l)ut  are  now,  as  a  rule,  well 
supplied. 

On  April  1,  1903,  the  large  coal  companies  advanced  the  rate  of  coal  from  $2.50  to  about  $3.35  per  ton. 
This  rate  can  hardly  be  maintained  any  great  length  of  time,  and  will  prevent  the  export  of  American  coal 
beyond  the  West  Indies  with  the  present  price  of  Cardiff  coal. 


TRANSPORTATION    OF    COAL. 

The  Bureau  has  continued  the  policy  of  supplying  the  best  domestic  coal  obtainable  for  use  on  shipboard 
when  practicable. 

During  the  past  fiscal  year  226,650  tons  of  coal  have  been  shipped  to  foreign  and  domestic  ports,  the  greater 
amount  to  the  Asiatic  Station.  Of  this  amount  130,017  tons  were  sent  in  chartered  vessels,  mostly  foreign,  and 
96,643  tons  in  navy  colliers. 


Ill 

The  following  table  will  indicate  the  fluctuating  rates  of  freight  on  coal  from  the  Atlantic  coast  to  the  port 
of  Manila. 


1  Average 
Fiscal  year.                           \  rate  per 
j      ton. 

1 

Fiscal  year. 

Average 

rate  per 

ton. 

1902 

S5.83 
4.84 

1900 1        -.90 

1901 8.63 

1903 

TRANSPORTATION    OF    COAL    BY    NAVY    COLLIERS. 

There  are  fourteen  navy  colliers  in  commission,  manned  by  merchant  crews,  as  follows: 

Ajax.  Hannibal.  MarceUus.  Saturn- 
Alexander.  Justin.  NansJian.  Sterling. 
Brutus.  Lehanon.  Nero. 
Caesar.  Leonidas.  Pompey. 

The  Ajax,  Alexander,  Brutus,  NansJian,  and  Pompey  are  attached  to  the  Asiatic  Station  in  attendance  upon 
the  fleet.     The  Justin  has  been  continued  as  station  collier  at  Guam. 

The  Caesar,  Sterling,  MarceUus,  and  Lehanon  are  in  attendance  upon  the  North  Atlantic  fleet. 

The  Nero  and  Saturn,  are  in  attendance  ujion  the  Pacific  fleet. 

Although  the  Hannibal  and  Leonidas  are  unassigned,  they  are  frequently  used  to  attend  upon  the  fleet  in 
home  waters,  but  when  not  engaged  on  this  duty  are  used  by  the  Bureau  for  the  purpose  of  transporting  coal 
to  various  coaling  stations.     The  greater  part  of  coal  transportation  is  now  by  chartered  vessels. 

The  Bureau  renews  its  recommendation  for  the  construction  of  two  large  steam  colliers,  as  indicated  in 
the  annual  report  of  last  year. 

COAL    TESTS. 

Tests  of  coal  have  been  continued  during  the  fiscal  year,  the  methods  having  been  fully  described  in  previous 
annual  reports. 

The  following  table  contains  the  results  of  chemical  analyses  made  of  various  samples  received  during  the 
year.     These  samples  are  arranged  in  the  order  of  amount  of  fixed  carbon  they  contain: 

Chemical  anabjses  of  samples  of  coal  at  the  navy-yard,  Washington,  D.  C. 

[Arrangpd  in  order  of  percentage  of  fixed  carbon.    Sample  selected  officially  is  noted  by  an  asterisk  (*) .] 

BITUMINOUS  COALS. 


Location  of  mines. 

Fixed 
carbon. 

Volatile  matter. 

Moisture. 

.\sh. 

Sulphur. 

Increase 

Commercial  name. 

Combus- 
tible. 

Noncom- 
bustible. 

in  weight 
at  250°  F. 

82.04 
81.14 
81.13 
81.06 

80.56 
80.62 

80.42 
80.34 
80.19 
79.56 
79.06 
78.19 
77.52 
76.68 
74.56 
65.16 
59.35 
51.60 
56.60 
53.10 
51.90 
51.42 
43.18 

11.50 
11.12 
13.12 
15.94 

11.16 
13.34 

11.53 
10.82 
12.32 
11.26 
9.56 
9.16 
13.24 
13 

9.03 
28.74 
30.93 
30.96 
34.60 
39.20 
36.  4S 
40.60 
31.11 

0.657 
1.320 
.334 
.500 

1.720 
1.760 

1.650 
2.720 
1.270 
1.920 
2.570 
3.020 
1.050 
.810 
.910 
1.170 
2.650 
2.360 
3.340 
1.860 
4  020 
2.050 
4.930 

0.843 
1.020 
.906 
.640 

1.040 
.600 

.780 
.920 
.880 
.800 
1.710 
1.020 
.630 
1.080 
.820 
1.250 
2.150 
2.710 
2.540 
1.640 
5.230 
1.350 
14.100 

4.96 
5.40 
4.51 
1.86 

5.52 
3.78 

5.62 
5.20 
5.34 
6.46 
7.14 
8.61 
7.56 
8.43 
14.68 
3.68 
4.92 
6.37 
2.92 
4.20 
2.37 
4.58 
6.68 

0.676 
1.104 
.429 
.653 

.876 
.590 

.627 
.963 
.407 
.632 
1.560 
.467 
.906 
2.390 
.214 

Trace. 
.007 
.107 
.267 
.218 
.082 

Trace. 
.074 

0.076 

.198 

do 

.072 

Thin-veined  Pocahontas,  Big 
Sandy  mine. 

.266 

.140 

Thin-veined  Pocahontas,  Tug 
River  mine. 

.231 

Clearfield  County.  Pa 

.022 

do                                                                            

.064 

.062 

Do  * 

do                                                                      

.430 

do 

.122 

Do.* 

do  

.258 

Moukden,  Manchuria 

Webster  County,  W.  Va 

.578 

.524 

.207 

ANTHRACITE  COALS. 

■ven 

1 

88.14 
86.38 
86.20 

0.79 
3.98 

1.98 

2.230 
.850 
.630 

1.720 
1.830 
3.170 

7.12 
6.96 
8.02 

0.009 
.544 
.653 

0.170 

.116 

S.  Doc.  313,  59-1 8 


112 

ABKANGEMENTS  FOR  SUPPLYING  COAL  TO  NAVAL  SHIPS  IN  FOREIGN  PORTS. 

The  Bureau  has  made  agreements  in  sixty-six  foreign  ports  to  supply  ships  of  the  Navy  with  coal  at  below 
current  rates.  These  agreements  have  been  referred  to  in  previous  annual  reports  and  have  proved  both  con- 
venient and  economical. 

COAL  AND  WATER  BARGES. 

Continuing  its  policy  of  providing,  so  far  as  possible,  all  necessaiy  appliances  for  rapidly  suppMng  sliips 

with  coal  and  water,  the  Bureau  has  increased  the  number  of  coal  barges  from  69  to  105  and  water  barges  from 

8  to  11. 

NAVAL  COAL  DEPOTS. 

The  Biu'eau  in  its  last  annual  report  discussed  extensively  the  subject  of  naval  coal  depots.  The  opinions 
of  boards  and  officers  were  freely  cfuoted,  the  necessity  for  their  existence  fully  explained,  and  progress  in  the 
past  illustrated  and  described.  The  previous  reports  of  the  Bureau  also  contain  much  information  on  this 
subject.  In  consideration  of  these  facts  the  Bureau  will  confine  itself  in  this  report  to  a  statement  of  progress 
during  the  last  fiscal  year. 

Your  attention  is  respectfully  invited  to  the  fact  that  no  new  depot  has  been  authorized  by  the  Department 
during  the  past  year;  also  to  the  fact  that  an  appropriation  for  coal  depots  was  omitted  in  the  last  naval  appro- 
priation bill,  after  a  yearly  grant  for  a  considerable  period. 

XAVAL    COAL   DEPOTS    OX    THE    ATLANTIC    AND    GULF    COASTS. 

The  location  of  these  depots  was  illustrated  in  the  last  annual  report  of  the  Bureau.  They  consist  of  a 
total  of  fourteen,  built,  building,  or  projected. 

Frenchman  B.\y,  Me. — This  depot  is  completed  and  has  a  capacity  of  about  10,000  tons.  It  has  been 
improved  during  the  past  j-ear  by  an  ice  breaker  and  a  coal  pocket:  the  latter  has  a  capacity  of  600  tons  and  is 
for  coaling  small  craft  rapidly.  The  water-supply  system,  including  a  standpipe  containing  250,000  gallons, 
has  also  been  completed.  Four  coal  barges,  carrjiug  250  tons  each,  have  been  added  to  the  ecjuipment  of  the 
depot. 

During  the  naval  maneuvers  of  the  past  summer  the  sliips  of  the  fleet  coaled  at  this  station  and  were  also 
supplied  with  water.  The  fleet  required  19,000  tons  of  coal,  indicating  that  the  capacity  of  the  depot  should 
be  increased. 

The  Bureau  has  been  much  gratified  at  the  praise  bestowed  upon  tliis  depot  by  the  officers  of  the  fleet.  A 
captain  of  one  of  the  battle  ships,  in  writing  of  the  depot,  says,  "It  is  the  best  I  have  ever  seen."  Again,  "I 
went  to  the  station  in  company  with  ten  other  ships,  and  all  were  coaling  within  an  hour  after  arrival." 

Xav.\l  station,  Portsmouth,  X.  H. — The  construction  of  the  coal  storage  and  handling  plant  at  tliis 
station,  appropriated  for  March  .3,  1899,  is  under  the  cognizance  of  the  Bureau  of  Yards  and  Docks.  It  is  now 
in  process  of  erection  and  about  40  per  cent  completed.     Its  capacity  will  be  about  10,000  tons. 

Naval  st.\tion,  Boston,  Mass. — The  construction  of  the  coal  storage  and  handling  plant  at  this  station, 
appropriated  for  under  the  acts  of  July  9,  1898,  March  3,  1899,  and  ^larch  3,  1901,  is  imder  the  cognizance  of 
the  Bureau  of  Yards  and  Docks.  The  foundations  have  been  completed  and  the  material  has  all  been  delivered. 
The  process  of  erection  has  just  commenced.  Its  capacity  when  completed  will  be  about  12,800  tons.  Six 
coal  barges  are  under  construction  for  this  station. 

The  Bureau  renews  its  recommendation  of  last  year  that  a  coal  depot  in  the  near  vicinity  of  Boston,  inside 
the  fortifications,  with  a  capacity  of  50,000  tons,  be  established;  tlie  reasons  for  this  recommendation  are  fully 
stated  in  the  above-mentioned  report. 

Narragansett  Bay,  R.  I. — The  coal  depot  on  tliis  bay  was  fiUly  described  in  the  last  annual  report  of  the 
Bureau,  and  is  nearing  completion.  A  water-supply  service,  with  a  standpipe  of  260,000  gallons  capacity, 
located  sufficienth-  high  to  supply  water  for  fire  purposes,  has  been  completed.  Twelve  coal  barges  are  under 
const mction  for  this  depot. 

During  the  fiscal  year  the  Bureau  advertised  for  bids  for  an  increase  in  the  storage  capacity  of  tliis  plant, 
to  a  total  of  40,000  tons.  Mr.  Augustus  Smith,  the  contractor  for  the  plant  nearing  completion,  being  the 
lowest  bidder,  was  awarded  the  contract.  It  is  anticipated  that  the  extension  will  be  completed  in  about  two 
3^ears'  time.  When  finished  it  will  probably  be  one  of  the  most  complete  coal  depots,  for  its  capacity,  in  the 
world. 

Natal  station.  New  London,  Conn. — The  coal  depot  at  this  station  has  done  efficient  service  during  the 
past  year.     No  changes  or  extensive  repairs  have  been  made. 

Naval  st.\tion,  New  York,  N.  Y.— The  acts  of  March  3,  1899,  March  3,  1901,  and  July  1,  1902,  appro- 
priated a  total  of  §260,000,  under  the  cognizance  of  the  Bureau  of  Yards  and  Docks,  for  the  construction  of  a 
coal  storage  and  handling  plant  at  this  station. 


113 

The  pier  on  wliicli  the  coal  shed  is  to  be  erected  has  been  completed.  The  shed  itself  is  in  process  of  con- 
struction, and  it  is  hoped  that  it  will  be  ready  for  use  by  November  1;  its  capacit}-  will  be  about  9,000  tons, 
an  amount  totally  inadequate  for  a  first-class  naval  station.  About  .30,000  tons  are  used  for  yard  purposes 
every  year,  and  as  battle  ships  and  first-class  cruisers  now  carry  from  1,.500  to  2,000  tons  of  coal  in  their  bunkers, 
and  as  a  reserve  supply  should  always  be  on  hand,  it  will  readily  be  seen  that  a  much  larijer  depot  should  be 
constructed. 

In  this  connection,  the  Bureau  renews  its  recommendation  of  last  year,  that  at  some  point  in  the  lower  baj" 
or  in  the  Hudson  River  a  large  depot  capable  of  storing  not  less  than  50,000  tons  of  coal  be  established. 

Naval  station.  League  Island,  Pa. — There  are  no  facilities  for  storing  coal  under  cover  or  for  handling 
coal  rapidly  at  this  station.  The  Bureau  renews  its  recommendation  of  last  year  that  facilities  be  provided  at 
this  station  for  storing  a  large  reserve  supply  of  coal  for  shipment. 

Naval  station,  Washington,  D.  C. — The  small  storage  shed  of  3,000  tons  capacity-  at  this  station,  referred 
to  in  the  last  annual  report  of  the  Bureau,  has  been  of  much  service  during,  the  past  year.  The  appliances  for 
handling  coal  have  been  used  for  unloading  and  transporting  to  cars  many  thousands  of  tons  of  coal  for  the 
shops  of  the  gun  factory. 

Naval  station,  Norfolk,  ^'A. — No  improvements  in  storing  or  handling  coal  have  been  made  at  Norfolk 
or  its  vicinity  during  the  year.  The  recommendations  in  the  last  annual  report  of  the  Bureau  are  renewed. 
Some  attention  has  been  paid  to  selecting  a  favorable  site  for  a  large  storage  of  coal  in  this  general  locality.  It 
is  believed  that  York  River  furnishes  the  most  favorable  conditions  for  this  purpose;  it  is  considered  expedient 
that  a  storage  of  at  least  50,000  tons  should  be  provided  for  in  the  vicinity  of  Yorktown  with  as  little  delay 
as  possible. 

Naval  station.  Port  Royal,  S.  C. — Attention  is  invited  to  the  recommendations  of  the  Bureau  in  con- 
nection with  this  station  in  the  report  of  last  year.  These  recommendations  are  renewed.  There  is  an  excellent 
wharf  at  the  Port  Royal  Naval  Station,  which  may  be  utilized  for  coaling  purposes,  and  with  other  appliances 
already  constructed,  accommodations  for  a  large  amount  of  coal  can  be  established  at  small  expense.  Of  the 
two  ports.  Port  Royal  and  Charleston,  the  former  is  considered  more  desirable  for  a  coal  depot. 

Naval  station,  Charleston,  S.  C. — As  coal  is  always  required  for  yard  use  and  for  ships  at  a  nav>'-yard, 
it  is  recommended  that  appliances  for  handling  and  storing  10,000  tons  be  established  at  this  station  as  soon 
as  practicable. 

The  distinction  intended  to  be  made  between  Charleston  and  Port  Royal  is,  that  the  latter  shall  be  used 
to  supply  sMps  in  need  of  coal  wliile  in  this  localit}'  and  the  former  to  provide  for  local  consumption  only. 

Naval  station,  Key  West,  and  Dry  Tortugas,  Fla. — A  large  amount  of  coal  has  been  .supplied  from 
Key  West  to  ships  of  the  Nay\'  and  vessels  belonging  to  other  departments  of  the  Government  during  the  year. 
Pier  A  of  this  depot,  built  in  1881,  is  in  need  of  repairs,  but  there  are  fimds  available  under  the  cognizance  of 
the  Bureau  of  Yards  and  Docks  for  this  purpose.  A  depth  of  26  feet  alongside  of  pier  B  has  been  obtained  by 
dredging.     The  coal-handling  appliances  are  in  good  condition  and  ver}'  efficient. 

The  coal  storage  and  handling  plant  at  Dry  Tortugas,  which  has  been  fully  described  in  preceding  reports, 
is  nearing  completion,  under  the  supervision  of  the  Bureau  of  Yards  and  Docks.  It  will  probably  be  ready  to 
receive  coal  in  November,  1903.  Dry  Tortugas  having  been  placed  under  the  cognizance  of  the  Bureau  of 
Equipment  by  the  Department  for  a  coal  depot,  the  Bureau  has  from  time  to  time  made  small  repairs  upon 
the  cjuarters,  in  order  to  make  them  habitable  and  sanitarj'  for  the  marine  guard  and  others  stationed  there. 

Naval  station,  Pensacola,  Fla. — No  change  has  taken  place  at  this  station  during  the  past  year  in 
reference  to  accommodations  for  handling  and  storing  coal.  The  presence  of  the  fleet  in  Pensacola  Bay  during 
the  past  winter  emphasized  the  necessity  of  greatly  improved  conditions  for  rapidly  supplpng  sliips  of  war 
with  coal,  and  attention  is  invited  to  the  statements  of  the  Bureau  in  preceding  reports  on  this  subject. 

Naval  station.  New  Orleans,  La. — The  act  of  March  3,  1901,  appropriated  $150,000,  under  the  cogni- 
zance of  the  Bureau  of  Yards  and  Docks,  for  a  coal-storage  plant  at  tliis  station.  So  far  as  the  Bureau  is  aware, 
no  steps  have  been  taken  to  erect  the  necessary  appliances  for  the  above-mentioned  purpose.  It  is  understood 
that  the  matter  has  been  delaj'ed  in  order  that  additional  land  may  be  obtained. 

The  coal  found  in  the  market  at  New  Orleans  is,  as  a  rule,  of  an  inferior  quality,  hardly  suitable  for  use  by 
ships  of  war.  The  best  coal  can  only  be  obtained  by  carr^-ing  it  in  stock,  and  the  necessary  appliances  for  so 
doing  should  be  erected  as  soon  as  practicable. 

The  distance  of  New  Orleans  from  the  mouth  of  the  Mississippi  River,  and  the  difficult  navigation  of  the 
latter,  render  it  desirable  that*  a  coal  depot  should  be  established  near  the  sea,  but  inside  the  line  of  fortifications. 

The  Mississippi  River  and  the  harbor  of  Pensacola  are  the  onh*  two  ports  in  the  Gulf  of  Mexico  that  can 
be  entered  by  heavy  ships  under  any  circumstances.  Both  may  be  easily  closed  b}'  obstructions.  It  is  there- 
fore desirable  to  have  ample  appliances  at  both  places  for  .supplying  ships  with  coal,  water,  ammunition,  waste, 
and  such  other  stores  as  are  constantly  needed  by  ships  in  time  of  war. 


114 

NAVAI-    COAL    DEPOTS    ON    THE    PACIFIC    COAST. 

Reference  is  made  to  a  chart  in  the  last  annual  report  of  the  Bureau  showing  the  location  of  Pacific  coast 
naval  coal  depots,  consisting  of  a  total  of  five,  either  built,  building,  or  projected. 

Dutch  Harbor,  Amaknak  Island,  Alaska. — As  stated  in  the  last  annual  report  of  the  Bureau,  a  site 
for  a  coal  depot  at  this  port  has  been  obtained  and  is  now  the  property  of  the  Navy  Department.  No  progress, 
however,  has  been  made  during  the  past  year  toward  establishing  the  depot  thereon.  In  the  opinion  of  the 
Bureau  Dutch  Harbor  should  be  fortified,  not  only  as  a  means  of  defense  of  naval  supplies,  but  in  order  that 
it  mav  be  used  as  a  place  of  refuge  for  American  merchant  ships.  This  harbor  is  located  on  a  commercial  route, 
over  which  treasure  and  valuable  cargoes  are  constantly  passing  to  and  fro. 

The  Alaska  Commercial  Fur  Company  has  offered  its  extensive  plant  at  Dutch  Harbor,  including  a  coal 
wharf,  coal-storage  houses,  and  other  buildings,  for  sale  to  the  Government  for  $150,000.  The  Bureau  has 
asked  for  an  inventory  of  this  propertj',  and  is  of  the  opinion  that  the  ofl'er  is  worthy  of  serious  consideration. 

Sitka,  Alaska. — Since  the  last  annual  report  of  the  Bureau  a  contract  has  been  awarded  for  the  construc- 
tion of  an  additional  coal-storage  house  at  this  port,  with  a  capacity  of  2,500  tons.  This  will  give  a  total  capacity 
of  5,000  tons  for  the  depot.  The  work  is  being  done  by  ^Ir.  George  E.  James,  who  built  the  original  plant, 
which  has  proved  satisfactory.  In  addition  to  doubling  the  storage  capacity  of  the  depot,  the  small  lighter 
wharf  formerly  used  is  now  being  widened  and  lengthened  sufficiently  to  permit  vessels  of  considerable  size 
to  discharge  cargo  or  take  coal  on  board  alongside. 

The  construction  and  custody  of  the  above-mentioned  coal  depot  have  been  in  charge  of  Capt.  J.  H.  Pen- 
dleton, U.  S.  Marine  Corps.  All  work  at  the  depot  is  done  by  the  marine  guard,  without  expense  to  the  Depart- 
ment.    This  duty  has  been  performed  in  a  manner  highly  satisfactory  to  the  Bureau. 

Naval  station,  Puget  Sound,  Washington. — The  coal-storage  and  coal-handling  plant  located  at  tliis 
station  is  under  construction  by  the  Bureau  of  Yards  and  Docks,  and  is  nearing  completion.  It  will  have  a 
capacity  of  20,000  tons,  and  should  be  ready  for  use  by  January  1,  1904.  Arrangements  have  already  been 
made  to  stock  this  depot  with  the  best  coal  obtainable. 

Naval  station,  Mare  Island,  Cal. — Coal  sheds  have  been  constructed  at  this  station  with  a  capacity 
of  20,000  tons,  when  stored  at  a  depth  of  12  feet.  By  increasing  the  latter  additional  supplies  may  be  accom- 
modated. These  sheds  are  constructed  with  transverse  axes  parallel  to  the  water  front,  and  the  coal  is  handled 
by  Brown  convej'ors.  Four  wooden  barges  of  250  tons  capacity  each  and  two  steel  barges  of  550  tons  capacity 
each  have  been  added  during  the  year  to  the  coal-handling  appliances. 

San  Francisco  Bay,  California. — Reference  is  made  to  former  reports  of  the  Bureau  for  a  full  descrip- 
tion of  the  efforts  made  by  the  Department  to  establish  a  naval  coal  depot  of  large  dimensions  at  this  port. 

In  this  connection  especial  attention  is  invited  to  the  question  of  title  to  Mission  Rock  Island,  which 
has  been  recommended  in  the  past  by  various  officers,  boards,  and  the  Bureau  as  a  site  for  the  large  depot 
above  mentioned.  This  matter  has  been  in  litigation  for  a  number  of  years,  and  was  appealed  by  the  company 
in  possession  to  the  Supreme  Court.  Since  the  last  annual  report  this  court  has  rendered  a  decision  to  the  effect 
that  the  original  land  above  water  is  the  property  of  the  Department,  and  that  the  surrounding  area  made  by 
filling  in  is  the  property  of  the  company;  in  other  words,  that  title  is  divided.  The  superficial  area  given  to 
the  Department,  however,  is  small.  The  company  offers  to  cjuitclaiin  its  right  and  title  to  the  island  for  the 
sum  of  $250,000,  a  sum  .S50,000  greater  than  its  former  price  when  claiming  ownership  to  the  entire  property. 

The  warehouses  on  the  islands  owned  by  the  company  are  dilapidated  wooden  structures,  and  are  practically 
of  no  value  to  the  Department ;  there  is  remaining,  therefore,  only  the  land  on  which  they  are  situated,  amounting 
to  about  4  acres.  It  is  located  along  the  fairway  of  the  water  front  of  the  harbor;  nearby  are  dangers  to  navi- 
gation, and  the  tidal  currents  in  this  vicinity  are  very  strong.  Owing  to  the  nature  of  the  bottom  and  sloping 
sides  of  the  island,  the  construction  of  a  depot  there  will  be  very  expensive. 

Having  in  mind  these  facts,  the  Chief  of  Bureau  recentl}'  visited  San  Francisco  Bay  with  a  view  of  finding 
some  other  locality  that  was  acceptable.  A  site  consisting  of  50  acres,  located  in  Marin  County,  commonly 
known  as  California  City  Point,  was  offered  for  sale  to  the  Department  for  .$100,000.  The  anchorage  off  this 
site  is  excellent,  the  currents  are  moderate,  the  depth  of  water  desirable,  and  the  holding  ground  good.  An 
entire  fleet  can  anchor  there  in  formation.  Coal  can  be  taken  on  board  rapidly  from  piers,  lighters,  or  from 
both.  The  Bureau  is  at  present  investigating  the  character  of  the  bottom,  water  supply,  and  other  matters 
necessary  before  reaching  a  decision  as  to  the  advisability  of  acquiring  this  site.  At  present  the  Bureau  is 
very  favorablj"  disposed  to  substituting  the  California  City  Point  site  for  the  Mission  Rock  site. 

San  Diego,  Cal. — No  progress  has  been  made  during  the  past  year  in  establishing  a  naval  coal  depot  at 
this  port.  The  former  reports  of  the  Bureau  give  a  complete  history  of  previous  attempts,  and  the  present 
status  of  the  matter  may  be  described  as  follows,  viz:  That  the  desirable  portion  of  the  land  obtained  by  the 


Coaling  StatJons  of  the  Umted  States 


S  Doc      /->    5P     1 


*.."  • 


AtSm 


Coaling  Stations  of  Great  Britain 


S  Doc  -■•  /  3    59     1 


115 

Navy  Department  from  the  War  Department  for  this  purpose  having  been  transferred  by  act  of  Congress  to 
the  Treasury  Department,  for  use  as  a  quarantine  station,  the  entire  matter  is  held  in  abeyance  for  further 
action  of  Congress. 

The  work  accomphshed  thus  far  in  estabUshing  naval  coal  depots  on  the  Pacific  coast  may  be  summarized 
as  follows : 

At  Sitka,  Alaska,  storage  built  and  building  for  5,000  tons;  at  Puget  Sound  Xavy-Yard,  storage  building 
for  20,000  tons;  at  Mare  Island  Navy-Yard,  storage  practically  completed  for  20,000  tons;  total  storage,  built 
and  building,  for  45,000  tons,  where  there  should  be  at  all  times  in  stock  not  less  than  200,000  tons. 

INSULAR    NAVAL    COAL    DEPOTS. 

Attention  is  invited  to  a  chart  appended  to  the  last  annual  report  of  the  Bureau  showing  the  relative 
locations  of  the  insular  naval  coal  depots  built,  building,  or  projected  for  the  use  of  ships  of  the  Navy. 

Naval  station.  Sax  Juan,  P.  R. — This  depot  has  been  used  constantly  during  the  past  year,  having 
supplied  a  large  amount  of  coal  to  ships  of  the  Navy.  No  change  has  occurred  in  this  station  since  the  last  annual 
report,  with  the  exception  that  the  Bureau  has  concreted  a  large  portion  of  the  open  space  where  the  coal  is 
stored  in  order  to  prevent  foreign  substances  from  being  taken  up  with  the  coal  when  it  is  supplied  to  ships. 

GuANTANAMO,  CuBA. — A  naval  coal  depot  is  projected  at  this  port,  but  no  steps  have  yet  been  taken 
toward  its  construction. 

Bahia  Honda,  Cuba. — A  naval  coal  depot  is  projected  in  this  harbor.  It  is  necessary  to  make  a  thorough 
hydrograpliic  survey  of  the  port  before  a  suitable  site  can  be  selected  or  other  steps  taken  toward  its  construction. 

Naval  station,  Hawaii,  Hawaii. — This  coal  depot  is  in  excellent  condition  and  has  performed  efficient 
service  during  the  past  j'ear.     No  changes  or  repairs  of  any  extent  have  been  made  during  the  year. 

Naval  station,  Tutuila,  Samoa. — Reference  is  made  to  the  last  annual  report  of  the  Bureau  for  a  full 
statement  concerning  the  naval  coal  depot  now  existing  at  this  port.  No  change  has  taken  place  in  its  status 
during  the  past  year. 

Naval  station,  island  of  Guam. — During  the  past  year  the  purchase  of  the  necessary  land  for  a  naval 
coal  depot  in  the  harbor  of  San  Luis  d'Apra  has  been  consummated.  A  report  of  the  land  obtained  and  its 
cost  has  not  j-et  been  received.     The  latter  will,  however,  be  considerably  less  than  anticipated. 

Attention  is  invited  to  the  full  statements  in  previous  reports  in  connection  with  the  island  of  Guam. 
Immediate  action  with  a  view  of  establishing  at  this  island  a  fortified  base  and  coal  depot  is  respectfully  urged. 

Naval  station,  Cavite,  P.  I. — The  Bureau  continues  to  supply  American  coal  for  the  use  of  the  Asiatic 
fleet.  A  coal  depot  with  a  capacity  of  30,000  tons  is  now  under  construction  at  Sangley  Point,  near  the  naval 
station,  Cavite,  and  was  fully  described  in  the  last  annual  report.  At  present  this  depot  is  about  85  per  cent 
completed. 

Coal  is  aiso  kept  stored  at  the  following  Philippine  ports,  \'iz: 

Isabela  de  Basilau.  1  Cebu,  Cebu. 

Polloc,  Mindanao.  I  Olongapo,  Luzon. 

These  small  depots  and  ships  are  supplied  from  Cavite  by  navy  colliers. 

Upon  completion  of  the  depot  under  construction,  the  facilities  for  supplying  coal  to  the  fleet  will  be  greatly 
improved  and  the  expense  of  handling  much  reduced.  The  capacity  of  the  coal  storage  liouses,  however,  should 
be  doubled  as  soon  as  practicable.     It  is  necessary  to  carry  at  least  50,000  tons  in  stock  at  this  station. 

Of  the  seven  insular  naval  coal  depots,  four  are  now  provided  with  indifferent  facilities  for  storing  a  verj^ 
moderate  amount  of  coal.     The  remaining  three  have  no  facilities  whatever. 

FOREIGN    naval    COAL    DEPOTS. 

The  establishment  of  United  States  coal  depots  for  naval  use  in  foreign  waters,  owing  to  diplomatic  con- 
siderations, is  not  discussed  in  this  report  on  account  of  its  publicity.  The  Buieau  will  add,  however,  for  the 
information  of  the  Department,  that  no  progress  whatever  in  this  direction  has  been  made  during  the  past  year. 

There  are  submitted  herewith,  in  connection  with  the  subject  of  naval  coal  depots,  two  maps  of  the  world. 

On  the  first  is  shown,  by  a  heavy  black  border,  the  seacoast  of  the  continental  limits  of  the  United  States, 
and  by  black  dots  the  coal  depots  built,  building,  or  projected  of  the  United  States  located  outside  of  these 
limits. 

On  the  second  map  the  same  information  is  depicted  in  connection  with  the  United  Kingdom  of  Great 
Britain. 

A  comparison  of  the  two  is  instructive. 


CHEMICAL  ANALYSES  OF  COAL  AT  NAVY- YARD, 
AVASHINGTON.  D.  C. 


CHEMICAL  ANALYSES  OF  COAL  AT  NAVY-YARD,  WASHINGTON,  D.  C. 


Navy  Department, 

Washington,  March  6,  1906. 
Sir:  Referring  to  your  letter  of  the  23d  ultimo,  requesting  copies  of  reports  of  analyses  of  coal  made  under  the 
direction  of  the  Bureau  of  Equipment  since  those  given  in  its  annual  report  of  1902,  and  to  this  Department's  letter 
of  the  1st  instant,  advising  you  that  steps  had  been  taken  by  the  Bureau  concerned  to  prepare  the  desired  data,  I 
have  the  honor  to  forward  herewith  a  copy  of  the  Annual  Report  of  the  Bureau  of  Equipment  for  1903,  which 
contains,  on  page  59,  a  number  of  analyses  made  under  the  direction  of  that  Bureau,  together  with  a  typewritten 
list  of  analyses  made  since  the  publication  of  the  1903  report,  which  have  not  yet  been  published  by  the  Bureau. 

It  is  requested  that^  if  practicable,  500  copies  of  the  document  which  it  is  proposed  to  have  published  by 
the  Committee  on  Interoceanic  Canals,  be  furnished  this  Department  for  distribution. 
Ven'  respectfully, 

Charles  J.  Bonaparte,  Secretary. 
The  Hon.  John  T.  Morgan, 

United  States  Senate,  Washington,  D.  C. 
(Inclosures.) 


Chemical  analysis  of  samples  of  coal  at  the  Washington  Navy-Yard,  Washington,  D.  C. 

[Arranged  in  order  of  percentage  of  fixed  carbon.    Sample  selected  officially  is  noted  by  an  asterisk  (*). 


Commercial  name. 


Nixon's  Navigation 

Banff  Smokeless  Semi-Anthracite. 
Nixon's  Navigation 


Pocahontas  (Miltrena,  sample  No.  5).. 
Nixon's  Navigation 


Pocahontas 

Pocahontas  (Miltrena,  sample  No.  3).. 

Nixon's  Navigation 

Pocahontas 


Pocahontas  (Miltrena,  sample  No.  4) 

Pocahontas 

Eureka : 

Pocahontas 


Do.. 


New  River. 

Pocahontas 

Thin  Vein  Pocahontas,  Big  Sandy  Mine.. 

Pocahontas 

Elk  Garden  Big  Vein,  Georges  Creek 

Pocahontas 


Eureka 

Pocahontas  Steam 

Pocahontas 

Thin  Vein  Pocahontas,  Tug 

Pocahontas 

Georges  Creek 

Pocahontas 

Eureka 


Do. 
Do. 


Location  of  mines. 


Wales 

Banff,  Alberta,  British  Columbia  . 
Wales 


Virginia  and  West  Virginia. 

West  Virginia 

Wales 

Virginia  and  West  Virginia. 


Fayette  County,  W.  Va 

Virginia  and  West  Vii^nia. 


West  Virginia 

Virginia  and  West  Virginia 

Somerset  and  Cambria  counties,  Pa . 
Virginia  and  West  Virginia 


Somerset  and  Cambria  counties,  Pa. , 


McDowell  County,  W.  Va 


West  Virginia 

Virginia  and  West  Virginia. 
McDowell  County,  W.  Va. .. 
Virginia  and  West  Virginia. 

Mineral  County.  W.  Va 

Virginia  and  West  Virginia. 


Sorherset  and  Cambria  counties,  Pa. 

West  Virginia 

Virginia.and  West  Virginia 

McDowell  County.  W.  Va 

Vii^inia  and  West  V'irginia 

Allegany  County,  Md 

Virginia  and  West  Virginia 

Somerset  and  Cambria  counties,  Pa. , 


Pocahontas Virginia  and  West  Virginia 

Do I do 

Eureka !  Somerset  and  Cambria  counties,  Pa 

a  Far  below  permitted  limit. 


Fixed 

Volatile 

Ash. 

.Sulphur. 

Increaae 

carbon. 

matter. 

ture. 

weight. 

*87.00 

10.98 

0.62 

1.40 

0.72 

0.20 

86.20 

8.23 

.83 

4.74 

.42 

.17 

*85.96 

11.86 

.60 

1.58 

.94 

.30 

*84.72 

12.90 

.80 

4.60 

.89 

.10 

84.66 

13.58 

.56 

1.30 

.35 

.28 

*84.56 

10.29 

.65 

4.50 

.93 

.064 

*84.44 

11.44 

.60 

3.52 

.85 

.15 

*84.28 

11.42 

.71 

3.59 

.90 

.27 

»84.12 

13.45 

.19 

2.24 

.60 

.18 

84.02 

13.62 

.74 

1.62 

.52 

.51 

*83.32 

11.26 

.82 

1.58 

.84 

.34 

*83. 14 

12.96 

.46 

3.44 

.65 

.20 

*82.48 

12.76 

.62 

4.14 

.49 

.14 

*82.44 

14.65 

.57 

2.34 

.71 

.32 

*82.38 

13.70 

.48 

3.44 

.88 

.04 

*82.36 

14.14 

.54 

2.96 

.64 

.13 

82.31 

15.46 

.61 

1.62 

.60 

.22 

*82.24 

14.22 

.74 

2.80 

.60 

.14 

*  82. 18 

13.67 

1.03 

3.12 

.72 

.14 

*S2.06 

13.38 

.54 

4.02 

.69 

.16 

*81.98 

12.37 

.33 

5.32 

.74 

.06 

*  81.96 

14.48 

.42 

3.14 

.59 

.21 

81.64 

14.37 

.51 

3.48 

.90 

.28 

*81.60 

14.81 

.63 

2.96 

1.14 

.08 

*81.54 

13.70 

.36 

4.40 

.81 

.30 

*81.44 

13.96 

1.04 

3.56 

.71 

.10 

*81.40 

12.84 

.50 

5.26 

.82 

.60 

*81.34 

12.92 

.80 

4.94 

.68 

.10 

81.24 

15.98 

.52 

2.26 

.55 

<.") 

81.18 

16.21 

.27 

2.34 

.67 

.20 

•81.14 

14.19 

.56 

4.11 

.56 

.15 

*81.12 

14.62 

.32 

3.94 

.81 

.43 

*81.08 

14.11 

.45 

4.36 

.56 

.20 

81.06 

15.94 

.64 

1.86 

.653 

.266 

♦81.00 

14.46 

.66 

3.88 

.63 

.05 

*80.92 

14.85 

.21 

4.02 

.95 

.12 

*80.76 

14.56 

.80 

3.88 

.80 

.05 

*80.73 

14.80 

.49 

3.98 

.70 

.10 

*S0.70 

16.22 

.50 

2.58 

.71 

.30 

*  80. 62 

13.64 

.76 

4.98 

.85 

.02 

83.58 

15.10 

.38 

3.94 

.65 

.35 

*  80. 52 

14.81 

.73 

3.94 

.53 

.25 

80.52 

13.34 

.60 

3.78 

.59 

.231 

*80.50 

15.34 

.82 

3.34 

.69 

.10 

*80.42 

15.85 

.47 

3.26 

.85 

.13 

80.38 

15.86 

.40 

3.36 

.56 

.25 

*80.38 

14.83 

.41 

4.38 

.72 

.22 

*80.38 

14.28 

1.02 

4.32 

.81 

.17 

*80.34 

14.65 

.91 

4.10 

.68 

.40 

*S0.32 

14.53 

.27 

4.88 

.68 

.11 

*80.30 

15.56 

.40 

3.74 

.68 

.30 

*80.24 

13.57 

.57 

5.62 

..53 

.16 

*80.22 

14.14 

.70 

4.94 

.92 

.10 

119 


120 

Chemical  analysis  of  samples  of  coal  at  the  Washington  Nai'y-Yard,  Washington,  D.  C. — Continued. 


Commercial  name. 


Location  of  mines. 


weight. 


Pocahontas.. 


New  River 

Pocahontas 

New  River  Smokeless,  Sugar  Creek 

Pocahontas 

Pocahontas,  Greenbrier-Louisville  Mines. 

Eureka 

Standard  Eureka 

Not  named 

Elk  Garden,  Big  Vein  Cumberland 

Pocahontas 

Georges  Creek 

Pocahontas 

Nompariel 

South  Fork 

New  River  Smokeless,  Macdonald 

Pocahontas 

Georges  Creek,  Washington  Mine  No.  2  ... 

Eureka 

Pocahontas 


Do. 


Georges  Creek  . 

Pocahontas 

Eureka 

Georges  Creek  . 


Pocahontas , 

South  Fork 

Eureka , 

Standard  Eureka. 
Georges  Creek. 


Do.. 


New  River  Smokeless,  Scarbro 

Georges  Creek 

Eureka 

Georges  Creek 

New  River  (Rend  Mines) 

Pocahontas 

Georges  Creek 

Georges  Creek.  Elk  Garden 

Elk  Garden,  Big  Vein  George's  Creek 

Pocahontas 

Georges  Creek 

South  Fork 

Pocahontas 

Georges  Creek 

Pocahontas 

New  River  (Miltrena,  Collins'  Colliery). 

New  River ."... 

Eureka 

Pocahontas 

South  Fork 

Pocahontas 

New  River 

New  River  (Rend  mines) 

New  River  (Miltrena,  Whipple  Colliery) 

Eureka * . . 

Elk  Garden,  Big  V'ein,  George's  Creek. . 

New  River  (Rend  mines) 

Georges  Creek 

New  River 


Do. 


New  River  Smokeless,  Stuart  Colliery. 

South  Fork .". . 

New  River 


Georges  Creek 

Elk  Garden 

Georges  Creek,  Washington  Mine  No.  3.. 
Georges  Creek 


Virginia  and  West  Virginia. 


Blueflelds,  W.  Va 

South  Fork,  Pa 

Blueflelds,  W.  Va 

Virginia  and  West  Virginia. 


.do. 


Fayette  County,  W.  Va 

Virginia  and  West  V'irginia 

Fayette  County,  W.  Va 

Virginia  and  West  Virginia , 

McDowell  County,  W.  Va 

Somerset  and  Cambria  counties.  Pa. 


.do. 


Republic  of  Panama 

Elk  Garden,  W.  Va 

Virginia  and  West  Virginia 

.\llegany  County.  Md 

^'irginia  and  West  Virginia 

Cambria  County,  Pa 

South  Fork,  Pa 

Fayette  County,  W.  Va 

Virginia  and  West  Virginia 

Allegany  County,  Md 

Somerset  and  Cambria  counties.  Pa. . 
Virginia  and  West  Virginia 


.do. 


Fayette  County,  W.  Va 

Virginia  and  West  Virginia. 


-\llegany  County.  Md 

Virginia  and  West  Virginia 

Somerset  and  Cambria  counties.  Pa. . 
-\llegany  County,  Md 


Virginia  and  West  Virginia 

South  Fork,  Pa 

Somerset  and  Cambria  counties.  Pa. 


-\llegany  County,  Md. 


.do. 


Fayette  County,  W.  Va 

.-Vllegany  County,  Md 

Somerset  and  Cambria  counties,  Pa. 

-Vllegany  County.  Md 

Fayette  County,  W.  Va 

Virginia  and  West  Virginia 

.\llegany  County.  Md 

Elk  Garden,  W."  Va 

Mineral  County,  W.  Va 

Virginia  and  West  Virginia 

Allegany  County,  Md 

South  Fork,  Pa". 

Virginia  and  West  Virginia , 

Allegany  County,  Md 

Virginia'  and  West  Virginia , 

Fayette  County,  W.  Va 


.do. 


Somerset  and  Cambria  counties.  Pa. 

Virginia  and  West  Virginia 

South  Fork,  Pa 

Virginia  and  West  Virginia 

Fayette  County,  W.  Va 


Somerset  and  Cambria  counties.  Pa. 

Mineral  County,  W.  Va 

Fayette  County,  W .  Va 

.\lleganv  County,  Md 

Fayette  County,  W.  Va 


-\llegany  County,  Md. . . 
Mineral'County,'  W.  Va. 
Allegany  County,  Md. . . 


New  River  (Peerless) . 
Georges  Creek 


Do. 


Fayette  County,  W.  Va. 
Allegany  County,  Md. . . 


New  River  (Rend  mines) . 

New  River  Steam 

Georges  Creek 

Pocahontas 

South  Fork *.. 


.\  Fayette  County,  W.  Va. 


Do. 


■  River  (Peerless). 

New  River 

Eureka 

Georges  Creek 


.\llegany  County,  Md 

Virginia  and  West  Virginia. 
South  Fork,  Pa 


Fayette  County,  W.  Va. 


Somerset  and  Cambria  counties.  Pa. 
Allegany  County,  Md 


South  Fork 

New  River  (Rend  mines) 

Georges  Creek 

Georges  Creek,  Big  Vein  Cumberland. 

South  Fork 

Not  given 


South  Fork,  Pa 

Fayette  County,  W.  Va 

.411eeany  County,  Md 

South  Fork,  Pa . .  [......... V"/.V  "////. ../. 

Sample  furnished  by  Bureau  of  Equipment . 


14.14 
IB.  02 
14.90 
13.32 
12.73 
10.26 
17.28 
17.68 
17.07 
17.35 
17.68 
13.49 
14.02 
12.49 
11.90 
15.46 
16.56 
14.90 
18.24 
16.74 
13.64 
18.58 
15.88 
15.81 
13.70 
16.46 
16.00 
17.47 
16.44 
16.82 
14.84 
16.65 
14.02 
16.00 
15.47 
10.00 
14.70 
14.00 
14.32 
15.55 
15.66 
14.05 
13.03 
15.19 
15.58 
19.48 
13.80 
13.48 
14.42 
20.00 
15.56 
16.01 
15.56 
16.16 
14.96 
15.51 
14.23 
20.97 
16.  62 
16.07 
19.94 
18.  08 
17.54 
16.37 
18.37 
16.48 
20.50 
20.29 
20.59 
14.28 
15.05 
20.58 
16.10 
20.26 
19.32 
21.00 
10.80 
18.35 
10.  48 
15.95 
14.92 
13.31 
16.31 
16. 15 
18.34 
16.  12 
15.33 
20.47 
16.82 
16.56 
17.12 
14.95 
18.58 
20.19 
20.38 
17.68 
16.70 
15.56 
16.87 
18.  .53 
19.65 
18.75 
14.08 
10.  71 
15.  58 


0.44 
.35 
1.10 


5.22 
2.95 
3.88 
5.76 
6.50 
3.02 
2.34 
2.06 
1.66 


7.  .58 

.67 

4.;«i 

.91 

3.22 

.71 

4.7(1 

.81 

1.86 

1.56 

3.44 

1.21 

6.22 

1.85 

1.04 

.42 

4.62 

.70 

4.22 

1.05 

6.114 

1.13 

3.S4 

.03 

3.40 

.47 

3.:«i 

.69 

■i.m 

.47 

3.9(1 

.58 

,1.08 

.88 

3. 22 

1.26 

6.64 

1.13 

4.  i8 

.83 

,5.28 

.87 

4.9(1 

1.03 

,5.78 

1.15 

,5.78 

1.57 

6.24 

.81 

.5.62 

.05 

.5.34 

1.13 

6.:<2 

1.16 

V.06 

.62 

.5.  72 

.78 

6.02 

.88 

1.22 

.48 

7.24 

1.07 

7.40 

1.26 

7.12 

.94 

1.7(1 

.54 

6.26 

.52 

.5.88 

1.22 

6.16 

.1.20 

5.38 

.93 

.5.  OS 

.99 

6.04 

.69 

1.98 

.70 

3.38 

.71 

4,9« 

.75 

.5.88 

.68 

4.(18 

.59 

.5.  .58 

.51 

■f  (Kl 

.66 

2.48 

■  .58 

1.78 

.69 

V.86 

.90 

7  60 

.92 

2.24 

.88 

6.  .52 

.74 

2.90 

.55 

3.  26 

.02 

1.00 

.56 

5  9S 

2.08 

4.32 

52 

6  46 

.90 

6..50 

1.19 

7,86 

1.01 

«.:« 

1.16 

6  44 

1.04 

6.  .58 

.86 

4  00 

1.33 

7.06 

.92 

7  34 

1.20 

2.46 

.79 

6(r2 

.94 

6.36 

1.18 

0.14 

.72 

6.36 
5.34 

3.72 
5.06 
9.40 
6.32 
7.72 


1.57 
1.07 
1.59 


121 


Chemical  analysis  of  samples  of  coal  at  the  Washington  Navy-Yard,  Washington,  D.  C— Continued. 


Commercial  name. 


South  Fork  (Miller  Vein) 

Georges  Creek 

New  River  .\dniiraltv,  Caperton  Colliery 

New  River .". 

New  River  <  Rend  mines) 

New  River 


Do. 


New  River  (Rend  mines) 

Georges  Creek 

South  Fork 

Elk  Lick 

New  River  Smokeless,  Stuart  Colliery, 

Shalt  No.  2,  middle. 

New  River  (Rend  mines) 

South  Fork 

Georges  Creek 

New  River  (Rend  mines j 

New  River 

New  River  Smokeless,  Stuart  Colliery, 

Shaft  No.  2,  top. 

Standard  Eureka 

Big  Vein  Cumberland 

South  Fork,  Miller  Seam 

New  River  (Rend  mines) 

New  River 

Georges  Creek 

New  River 

Georges  Creek 

South  Fork 

New^  River 

New  River  Smokeless,  Stuart  Colliery, 

Shaft  2,  bottom. 

New  River 

South  Fork 

Georges  Creek 

New  River 

DaWs  Big  Vein  Cumberland 

Georges  Creek 

Davis  Big  Vein  Cumberland 


Do. 


•  ( Rend  mines) . 

Pocahontas 

New  River 

Somerset  Southern 

South  Fork,  Miller  Seam. 
South  Fork 


Do. 


New  River. 


Do. 


South  Fork,  Miller  Vein . . 

Empire 

War  Eagle 

New  River  (Rend  mines) . 

Comox,  Mine  No.  7 

South  Fork 


Do. 


Greensburg 

Greenwich,  Mines  No.  4  and  No.  5. 

War  Eagle  (Pappoose  Mine) 

Imboden  Steam 

Delagua,  No.  4  iline 

Low  Banner 

G  reensburg 

Hastings,  No.  2  Mine 

lite  Creek 


Do. 

Delagua,  No.  5  Mine 

Mill  Run 

Eenova -• 

Carbonado 

Richmond,  PelewMain. 

Black  Diamond 

Franklin 

Lawson 

Improved  Block  Fuel... 


Location  of  mines. 


South  Fork,  Pa 

Allegany  County,  Md. 

New  River  district 

Fayette  County,  W.  V 

New  River  district 

Fayette  County,  W.  V{ 


Allegany  County, Md. 

South  Fork,  Pa 

Somerset  Countv,  Pa. 
Fayette  County^  W.  Vs 


South  Fork,  Pa 

Allegany  County,  Md 

Fayette  County,  \V.  Va. 


Somerset  and  Cambria  counties.  Pa . 

Thomas,  W.  Va 

South  Fork,  Pa 

Fayette  County,  \V .  Va 


-do. 


Allegany  County, i!d. . . 
Fayette  County,  W.  Va. 

.Mlegany  County,  Md 

South  I'ork,Pa 

Fayette  County,  ^V.  Va. 


South  Fork,  Pa 

Alleganv  Countv,  Md. 
Fayette  Countv,  W.V: 

Thomas,  W.  Va 

Allegany  County,  Md. 
Thomas, W.Va 


.do. 


Fayette  County,  \V .  Va 

Virginia  and  W'est  Virginia. 

Fayette  County,  \V.  Va 

Somerset  County,  Pa 

South  Fork,  Pa 


Fajette  County,  W.Va. 


.do. 


South  Fork,  Pa 

Clearfield  County.  Pa 

War  Eagle.  Mingo  Countv, W.Va 

Fa.yette  County,  W.Va 

Union,  Vancouver  Island,  British  Columbia. 
South  Fork,  Pa 


.do. 


Westmoreland  Countv,  Pa. 


.do. 


Mingo  County,  W.  Va 

Tacoma,  W.  Va 

Colorado 

Stonega,  W.  Va 

Westmoreland  County,  Pa 

Colorado 

Buller  County,  province  of  Nelson,  New  Zealand. 
....do 


Pierce  County,  Wash 

New  South  Wales,  .Australia. 
Kings  County,  Wash 


*75.54 
*7o.50 

75.46 
*75.  42 

75.  .W 
*75.36 


*75.12 
75.04 
75.02 


*74.66 
*74.62 
74.58 

*74. 50 
74.42 
*74. 36 
*74. 16 
*74.06 
*74.04 
*73.94 
*73.94 
»73.92 
*73.S6 
73.84 

*73.72 


Manufactured  in  Wilkes-Bar 


16.71 
21.25 
22.06 
21.76 
19.26 
20.00 
21.19 
16.81 


21.27 
20.19 
21.66 
20.60 
22.56 
22.36 

18.  (je 
17.78 

19.  C« 
22.57 
22.34 
17.06 
21.03 
16.10 
19.15 
20.98 
22.03 

12.90 
20.03 
18.96 
24.22 
18.36 
19.20 
16.46 
18.24 
23.07 
16.14 
22:27 
17.51 
20.38 
20.88 
22.82 
22.26 
21.40 
23.28 
23.62 
27.88 
20.18 
24.12 
24.10 
24.41 
25.75 
26.19 
29.06 
29.22 

32!  91 
30.81 
.30.77 
38.78 
39.20 
31.11 
36.88 
38.48 
38.10 
42.08 
41.05 
40.80 
42.60 
16.94 


1.30 
1.30 
1.14 
1.11 


2.44 
2.40 
2.10 

4.75 
4.06 
2.76 


3.90 
6.92 
2.04 
1.50 
2.14 
4.38 
4.14 
2.28 
7.36 


4.54 
2.66 
4.00 
2.02 
1.56 

6.72 
6.60 
6.00 
2.50 
2.60 
8.30 
4.62 
9.54 
6.32 
4.40 


7.S2 
3.24 
2.76 
3.96 
8.93 
6.20 
5.86 
4.04 
4.40 
6.26 
4.58 
5.00 
1.46 
9.62 
6.34 
6.90 
6.77 
5.64 
5.64 
2.90 
5.18 
6.78 
2.94 
5.36 
7.45 
.26 
.10 
7.76 
2.50 
2.02 
6.32 
4.60 
3.94 
5.06 
6.12 
43.24 


2.66 
1.15 
2.23 
2.18 


o 


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us^ 


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I  ■  O  !■  CT  ■  W  <l  ■  Wl 


UNIVERSITY  OF  FLORIDA 


3  1262  08124  597  8 


